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 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 - 7 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824901?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 12 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH. AN - 756824896; 13592-080367_0012 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. 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 - 12 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824896?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 - 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 1 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 - 756824895; 13625-080399_0001 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 - 1 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/756824895?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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=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 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 6 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH. AN - 756824887; 13592-080367_0006 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. 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 - 6 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824887?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 5 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH. AN - 756824872; 13592-080367_0005 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. 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 - 5 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824872?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 11 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH. AN - 756824870; 13592-080367_0011 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. 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 - 11 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824870?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 15 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH. AN - 756824860; 13592-080367_0015 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. 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 - 15 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824860?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 4 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH. AN - 756824857; 13592-080367_0004 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. 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 - 4 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824857?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 14 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH. AN - 756824845; 13592-080367_0014 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. 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 - 14 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824845?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 3 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH. AN - 756824842; 13592-080367_0003 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. 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 - 3 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824842?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 2 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH. AN - 756824840; 13592-080367_0002 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. 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 - 2 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824840?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 13 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH. AN - 756824833; 13592-080367_0013 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. 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 - 13 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824833?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 9 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH. AN - 756824819; 13592-080367_0009 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. 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 - 9 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824819?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 - 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 6 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 - 756824724; 13625-080399_0006 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 - 6 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/756824724?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 - 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 4 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 - 756824714; 13625-080399_0004 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 - 4 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/756824714?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 - 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 3 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 - 756824703; 13625-080399_0003 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 - 3 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/756824703?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 - 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 2 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 - 756824692; 13625-080399_0002 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 - 2 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/756824692?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 17 of 20] T2 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH. AN - 756824642; 13592-080367_0017 AB - PURPOSE: The provision of roadway and transit facilities within the Mountain View Corridor in Salt Lake and Utah counties, Utah is proposed. 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 - 17 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-07-02-F KW - Archaeological Sites KW - Community Facilities KW - Creeks KW - Endangered Species (Plants) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Utah KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824642?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 - INTERSTATE 5/COSUMNES RIVER BOULEVARD INTERCHANGE PROJECT, CITY AND COUNTY OF SACRAMENTO, CALIFORNIA. AN - 36345973; 12978 AB - PURPOSE: The construction of a new Cosumnes River Boulevard interchange on Interstate 5 (I-5) in south Sacramento, Sacramento County, California is proposed. In addition to the reconstruction of the interchange, the project would extend the boulevard from its current terminus at Franklin Boulevard west through the new interchange location to Freeport Boulevard. The project would be located in the southwest quadrant of the city. Three alternatives, including a No-Build Alternative, are considered in this final EIS. Build Alternative A, the preferred Alternative, would provide for a Type L-9 partial cloverleaf interchange design that would include a four-lane overcrossing structure, with additional turn lanes at the on-ramps located approximately at the location of the existing Stonecrest Avenue overcrossing, which would be removed; two-lane diagonal off-ramps from In-5 in each direction, each of which would have a 1,300-foot deceleration lane and signalized intersections at the terminus; two two-lane loop on-ramps, with provisions for ramp metering, providing access to In-50; one two-lane diagonal northbound on-ramp and one one-lane diagonal on-ramp to provide access In-5, both ramps having metering and an additional high-occupancy-vehicle lane. Interchange adjustments would be made at the Freeport Boulevard and Franklin Boulevard intersections, and provisions would be made to ensure the safety of bicycle path users and pedestrians in the vicinity of the interchange. To avoid an at-grade crossing of the Union Pacific Railroad line, a grade separation/overhead structure, which world also span Morrison Creek and a future light rail transit line, would be provided. POSITIVE IMPACTS: The project would provide an east-west connector between In-5 and State Route 99, improving mobility within the southern limits of the city of Sacramento. Future developments in the study area, east and west of In-5, would be accommodated in accordance with the City of Sacramento General Plan. NEGATIVE IMPACTS: Rights-of-way development would in the loss of seasonal emergent wetlands, vegetated drainageway, freshwater marsh, protected trees, and nesting bird habitat. Disturbance of vegetated surface could result in the spread of noxious weeds, and sediment levels in vernal pools would degrade habitat for invertebrates. The project would result in minor mortality of protected valley elderberry longhorn beetles, giant garter snakes, northwestern pond turtles, Swainson's hawks, nesting birds, and vernal pond invertebrates. The project would increase impermeable surface in the study area, thereby increasing surface runoff, including runoff containing automotive contaminants, and reducing water quality in receiving surface flows. The interchange would mar visual aesthetics in the immediate area. Construction workers would encounter hazardous waste sites and hazardous construction materials. 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 06-0269D, Volume 30, Number 2. JF - EPA number: 070442, 897 pages and maps, October 18, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-2006-D KW - Birds KW - Endangered Species (Animals) KW - Hazardous Substances KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Insects KW - Railroads KW - Roads KW - Trails KW - Transportation KW - Vegetation Surveys KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36345973?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&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=INTERSTATE+5%2FCOSUMNES+RIVER+BOULEVARD+INTERCHANGE+PROJECT%2C+CITY+AND+COUNTY+OF+SACRAMENTO%2C+CALIFORNIA.&rft.title=INTERSTATE+5%2FCOSUMNES+RIVER+BOULEVARD+INTERCHANGE+PROJECT%2C+CITY+AND+COUNTY+OF+SACRAMENTO%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: October 18, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - THIRD STREET LIGHT RAIL PROJECT, CITY AND COUNTY OF SAN FRANCISCO, CALIFORNIA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 1998). AN - 36343244; 12979 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 draft 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. 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 final EIS, see 99-0056F, Volume 23, Number 1. JF - EPA number: 070443, 887 pages, October 18, 2007 PY - 2007 KW - Roads and Railroads KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Bridges KW - Buildings KW - Central Business Districts KW - Earthquakes 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 - Traffic Analyses 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, Compliances 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/36343244?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&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=THIRD+STREET+LIGHT+RAIL+PROJECT%2C+CITY+AND+COUNTY+OF+SAN+FRANCISCO%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1998%29.&rft.title=THIRD+STREET+LIGHT+RAIL+PROJECT%2C+CITY+AND+COUNTY+OF+SAN+FRANCISCO%2C+CALIFORNIA+%28DRAFT+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 - 2008-04-01 N1 - SuppNotes - Draft. Preparation date: October 18, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MOUNTAIN VIEW CORRIDOR, SALT LAKE AND UTAH COUNTIES, UTAH. AN - 16375053; 13592 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 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/16375053?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&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 - 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 - 16371178; 13625 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 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/16371178?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&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 - WISCASSET ROUTE 1 CORRIDOR STUDY, WISCASSET AND EDGECOMB, LINCOLN COUNTY, MAINE. AN - 36341200; 12972 AB - PURPOSE: The reconstruction of US 1 through Wicasset and Edgecomb, Lincoln County, Maine is proposed. US 1 is a major tourist, recreational, and commuter route in Maine's Mid-Coast Region. The US 1 corridor through Wiscasset and Edgecomb, along with the Boothbay Road in Edgecomb, serves as the gateway to the Boothbay Harbor Region, accommodating heavy tourist and recreational traffic. Traffic congestion on US 1 through Wiscasset and Edgecomb has been a problem for more than 50 years. Five high accident locations lie along the corridor, resulting in unacceptable levels of automobile crashes. Six alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. The build alternatives would begin at US 1 near Old Bath Road and continue 1.4 miles north and east of Gardiner Road, with grade separation structures provided for Old Bath Road, Bradford Road, Willow Lane, and Gardiner Road. After this segment, the alternatives differ with respect alignment. Vehicle access to any build alternative would be limited to three points, namely, the southern terminus on US 1 in Wiscasset, the northern terminus on US 1 and US 27 in Edgecomb, and an intermediate point on Gardiner Road in Wiscasset. Access at these points would be limited to traffic and would use the build alternatives to cross Sheepscot Road. Estimated costs of the build alternatives range from $68.4 million to $79.1 million. POSITIVE IMPACTS: The preferred a alternative would relieve traffic congestion and improve safety along US 1 in and around Wiscasset and Edgecomb. Seasonal recreational access within the corridor would particularly benefit from increased capacity and improved roadway design and alignment. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 25 to 29 residences, 12 to 15 commercial units, one to six vernal pools, encompassing 1.8 to eight acres, and 5.7 to 8.9 acres of wetland. The highway would pass within 700 feet of 2.5 to 32.6 acres of vernal pools, increasing the runoff of contaminants into the affected waters. Three build alternatives would have moderate habitat fragmentation and displacement impacts, while one alternative would have severe impacts of this nature. Sheepscot River bridge piers would displace 0.1 to 0.4 acre of potential feeding habitat for Atlantic salmon and shortnose sturgeon, both of which are federally protected species. All alternatives would impact the Wicasset Historic District and the build alternatives would also affect the Nickels-Sortwell House and the property at 16 Bradford Road, both historically significant sites. Modification of the Sheepscot River bridge would, under one alternative, would also result in the alteration of an historically significant structure. 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: 070436, 168 pages (oversized, October 16, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-ME-EIS-07-01-D KW - Bridges KW - Endangered Species (Animals) KW - Fish KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Relocations-Property Acquisitions KW - Rivers KW - Section 4(f) Statements KW - Transportation KW - Vegetation KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Maine 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/36341200?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-10-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WISCASSET+ROUTE+1+CORRIDOR+STUDY%2C+WISCASSET+AND+EDGECOMB%2C+LINCOLN+COUNTY%2C+MAINE.&rft.title=WISCASSET+ROUTE+1+CORRIDOR+STUDY%2C+WISCASSET+AND+EDGECOMB%2C+LINCOLN+COUNTY%2C+MAINE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Augusta, Maine; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Draft. Preparation date: October 16, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-49 SOUTH, RACELAND TO THE WESTBANK EXPRESSWAY, ROUTE US 90, JEFFERSON, LAFORCHE, AND ST. CHARLES PARISHES, LOUISIANA. AN - 36341489; 12968 AB - PURPOSE: The improvement of 36.3 miles of Interstate 49 (I-49) along the US 90 corridor from the Louisiana 1 (LA 1)/LA 308 interchange at Bayou Lafourche near Raceland in Lafourche Parish to the existing portion of the elevated Westbank Expressway near Ames Boulevard in Jefferson, Lafourche, and St. Charles parishes, Louisiana is proposed. The project would also include extension of I-310 from its current alignment to an interchange with I-49, a distance of 2.3 miles. I-49 is intended to provide a transcontinental highway linking the coastal ports of Louisiana to the entire central United States and central Canada. In Louisiana, I-49 would connect I-10 in New Orleans with I-49 in Arkansas. I-49 is currently complete between Shreveport and Lafayette. I-49 South is the section between Lafayette and I-10 in new Orleans, which would follow the existing US 90 corridor. Six build alternatives that constitute the preferred alternative and a No-Build Alternative are considered in this final EIS. The preferred alternative would provide four- to six-lane fully controlled access freeway segments for both proposed facilities, with frontage roads to allow for local access as appropriate. The project would include improvement of the crossing of Bayou Lafourche, a new crossing of Bayou Des Allemandes; interchanges at the intersection of LA 1/LA 308, LA 182, US 90, LA 635, the intersection of LA 3127/I-310, Willowdale Boulevard in Avondale, Laplace Boulevard, US 90/US 90 Business to Huey P. Long Bridge, Segnette Boulevard, Victory Drive, and Ames Boulevard. Improvements would be made at the intersections of US 90 with LA 3127 and LA 18. POSITIVE IMPACTS: The I-49 project proposed would result in the improvement of vehicular access throughout the southern region of Louisiana and relieve congestion on I-10 between Lafayette and New Orleans. In addition to connecting the southern and northern parts of the state, the project would facilitate hurricane evacuation, increase the capacity of the corridor to accommodate traffic demand through 2030; and improve safety and efficiency by implementing higher road design standards. The economic potential of Louisiana would be enhanced through improved access to ports, airports, industrial areas, and tourist attractions. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 15 residences, 12 businesses, all or part of 11 other properties, and 345 acres of prime or unique farmland. . All 13 residential takings in St. Charles Parish would occur in neighborhoods occupied by minority residents. Approximately 603.3 acres of wetlands would be affected, and the corridor would traverse the 100-year floodplain. Avoidance of levees would present a design problem and would result in significant modification of the otherwise optimal alignment. The project would traverse habitat for the federally protected bald eagle. Construction workers would encounter 79 sites containing hazardous wastes or hazardous materials. The facility would cross Bayou Des Allemandes, a state scenic stream, though special design features of the bridge would be implemented to make structure more visually pleasing. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0138D, Volume 31, Number 1. JF - EPA number: 070432, Final EIS--321 pages and maps, Appendix--142, CD-ROM, October 11, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-07-01-F KW - Birds KW - Creeks KW - Environmental Justice KW - Endangered Species (Animals) KW - Farmlands KW - Health Hazard Analyses KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Hurricanes KW - Hurricane Readiness Plans KW - Minorities KW - Relocations-Property Acquisitions KW - Rivers KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36341489?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-10-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+RACELAND+TO+THE+WESTBANK+EXPRESSWAY%2C+ROUTE+US+90%2C+JEFFERSON%2C+LAFORCHE%2C+AND+ST.+CHARLES+PARISHES%2C+LOUISIANA.&rft.title=I-49+SOUTH%2C+RACELAND+TO+THE+WESTBANK+EXPRESSWAY%2C+ROUTE+US+90%2C+JEFFERSON%2C+LAFORCHE%2C+AND+ST.+CHARLES+PARISHES%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: October 11, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - STATE ROUTE 76, MELROSE TO SOUTH MISSION, SAN DIEGO COUNTY, CALIFORNIA: HIGHWAY IMPROVEMENT PROJECT. AN - 36343987; 12962 AB - PURPOSE: The widening and realignment of State Route (SR) 76 from Melrose Drive in Oceanside to South Mission Road in Bonsall, all in northern San Diego County, California are proposed. The existing facility is being taxed due to increased population growth regionally, increased intra- and inter-regional and corridor traffic demand, and the development of land within the project area. The safety record of the facility has been in decline f or quite some time. Two alignment alternatives and a No-Build Alternative are considered in this draft EIS. The alignment alternatives include widening of SR 76 on the existing alignment or widening the facility on an alignment south of the existing alignment. Both alternatives would provide a conventional four-lane highway with rights-of-way and grading to accommodate a future widening of the facility when justified. Both alignment alternatives are nearly identical between Melrose River and East Vista Way, but diverge to opposite sides of the San Luis Rey River as they progress east of East Vista Way. The preferred alternative has been identified as reconstruction of the facility on the existing alignment. This would avoid substantial adverse impacts to the San Luis Rey Downs Golf Course, including direct impacts to the clubhouse, as well a significant encroachments into the San Luis Rey River floodplain and associated wetlands, riparian vegetation, and riparian wildlife that would occur under the southern alignment alternative. Costs of the preferred alternative and the southern alignment alternative are estimated at $222 million and $259 million, respectively. POSITIVE IMPACTS: The proposed improvement of SR 76 would increase the facility's capacity and enhance safety within the corridor and allow for the accommodation of future capacity expansion. Travel times and other aspects of level of service within the corridor would be maintained or improved. The new facility would be compatible with future transit and other modal options. The project would be consistent with the regional transportation plans. NEGATIVE IMPACTS: Development of 163 acres of rights-of-way for the preferred alternative would require relocation of three homes and eight businesses and the Bonsall Model Airplane Site as well as 12 acres of a planned park site. The project would displace 20.2 acres of southern cottonwood willow riparian forest, 0.9 acre of disturbed wetland, 6.28 acres of southern coast riparian forest, 0.31 acre of southern willow scrub, 1.1 acres of mulefat scrub, 0.56 acre of coastal and valley freshwater marsh, and 0.07 acre of emergent wetland. Construction activities would temporarily impact 14.9 acres of southern cottonwood willow riparian forest, 1.5 acres of disturbed wetlands, 0.78 acres of southern coast live riparian forest, 0.05 acre of southern willow scrub, 0.22 acre of coastal and valley freshwater marsh, and 0.19 of emergent wetlands. Permanent impacts would occur to 31.8 acres of jurisdictional waters of the states, while temporary impacts would affect 21.7 acres of jurisdictional waters. With respect to federally protected species, the project would impact three locations where arroyo toad breeding populations have been documented, 6.41 acres of California gnatcatcher, three or four pairs of leaf Bell's vireo , 19.7 acres of southwestern willow flycatcher critical habitat. Planned and existing trails would require relocation. Traffic-generated noise levels would exceed federal standards at 13 sensitive noise receptors, and the visual aesthetics of the relatively rural area would be degraded significantly. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 070426, 546 pages and maps, October 5, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-07-01-D KW - Coastal Zones KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Forests KW - Highways KW - Noise Standards Violations KW - Recreation Facilities KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Trails KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - California KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36343987?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-10-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+ROUTE+76%2C+MELROSE+TO+SOUTH+MISSION%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA%3A+HIGHWAY+IMPROVEMENT+PROJECT.&rft.title=STATE+ROUTE+76%2C+MELROSE+TO+SOUTH+MISSION%2C+SAN+DIEGO+COUNTY%2C+CALIFORNIA%3A+HIGHWAY+IMPROVEMENT+PROJECT.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Draft. Preparation date: October 5, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 127/SR 28 IMPROVEMENTS, FROM I-40 AT CROSSVILLE TO STATE ROUTE 62 AT CLARKRANGE, CUMBERLAND AND FENTRESS COUNTIES, TENNESSEE. AN - 36347340; 12958 AB - PURPOSE: The upgrading of a 14.1-mile section of US 127 (State Route (SR) 28) from Interstate 40 (I-40) in Crossville northward to the intersection of US 127 and SR 62 in Clarkrange, Cumberland and Fentress counties, Tennessee is proposed. US 127 is a major north-south arterial extending from the Georgia state line north through the eastern section of central Tennessee to the Kentucky state line. The study area lacks local and regional access to I-40. The existing US 127 roadway design exhibits numerous deficiencies and these efficiencies, along with capacity problems, have resulted in a high number of crashes along the highway within the study corridor. Recent increases in traffic volume has result in a significant decline in level of service, and traffic volumes are anticipated to increase at an even greater rate in the future. Problems moving persons and goods along the corridor has limited local and regional economic growth potentials. The proposed action would upgrade the highway within the study corridor to a four- and five-lane highway. The cross-section for the four-lane roadway would consist of two 12-foot travel lanes in each direction with 12-foot outside shoulders, six-foot inside shoulders, and a 48-foot depressed median within a 250-foot rights-of-way. The typical section for the five-lane roadway would consist of two 12-foot travel lanes in each direction, a 12-foot center turn lane, and 12-foot outside shoulders within a 200-foot rights-of-way. In addition to the proposed action, and three alignment options considered along with that alternative, this draft EIS addresses a No Action Alternative. Construction, rights-off-way acquisition, and utilities relocations costs under the preferred alternative are estimated at $108.3 million, $29.8 million, and $5.6 million, respectively. Cost of county maintenance of the existing road over a 12- to 15-year cycle, which represents the No Action Alternative, is estimated at $796,000. POSITIVE IMPACTS: The project would improve safety for vehicular travel and pedestrian movements, reduce travel delays for through traffic, enhance regional and local economic development opportunities, and improve transportation linkages in the Upper Cumberland Region of Tennessee. NEGATIVE IMPACTS: Development of 497 acres of new rights-of-way would result in the displacement of 76 residences, nine businesses, and one community service facility, as well as 392 acres of farmland, including 87 acres of prime or unique farmland, 4.5 acres of ponds, 2,395 linear feet of perennial stream channel, 8,904 linear feet of intermittent stream channel, 2,957 linear feet of wet weather conveyances, one seep, one spring, and 7.9 acres of wetlands. A total of 29 farm parcels would be split, increasing the time and cost required to conduct agricultural operations on the affected land. The project could impact four archaeological sites that have been identified as potentially eligible for inclusion in the National Register of Historic Places. The project would include the construction of a bridge across Clear Creek, which is federally designated habitat for the spotfin chub, a federally protected species. Construction workers would encounter 31 hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 070422, 280 pages and maps, October 3, 2007 PY - 2007 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Assessments KW - Creeks KW - Economic Assessments KW - Endangered Species (Animals) KW - Farmlands KW - Fish KW - Geologic Surveys KW - Health Hazard Analyses KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Safety Analyses KW - Soils Surveys KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Tennessee KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347340?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-10-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+127%2FSR+28+IMPROVEMENTS%2C+FROM+I-40+AT+CROSSVILLE+TO+STATE+ROUTE+62+AT+CLARKRANGE%2C+CUMBERLAND+AND+FENTRESS+COUNTIES%2C+TENNESSEE.&rft.title=US+127%2FSR+28+IMPROVEMENTS%2C+FROM+I-40+AT+CROSSVILLE+TO+STATE+ROUTE+62+AT+CLARKRANGE%2C+CUMBERLAND+AND+FENTRESS+COUNTIES%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Draft. Preparation date: October 3, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TOQUOP ENERGY PROJECT, LINCOLN COUNTY, NEVADA. AN - 36343638; 12957 AB - PURPOSE: The construction and operation of 750-megawatt (MW) coal-fired electrical power generation facility and a 31-mile rail line in Lincoln and Clark counties, Nevada are proposed. The electric generation facility, to be known as the Toquop Energy Project and situated in Lincoln County, would use a site permitted by the Bureau of Land Management (BLM) in 2003 for construction and operation of a 1,1000-MW natural-gas-fired power plant and associated facilities. Since 2003, the price of natural gas has increased substantially and natural-gas prices are projected to remain unstable due to increasing demand coupled with higher exploration and development costs. This, together with the emergence of clean coal technology that enables new coal-fired plants to perform with substantially improved efficiency and reduced emissions, has caused the applicant, Toquop Energy Company, LLC, to reconsider the original proposal in favor of a proposal forwarding the provision of coal-fired electrical generation. The major differences distinguishing the two proposals, other than the fuel types, consist of the reduced generation capacity, the need for a greater surface footprint to accommodate the storage and handling of coal, and the need for a rail line to transport coal to the site. The project would be located on 640 acres of public land currently managed by the BLM's Ely Field Office. The site lies in southern Lincoln County, 12 miles northwest of Mesquite and 50 miles south-southeast of Caliente. The rail line would depart from the existing Union Pacific Rai8lroad line and cross 31 miles of BLM land on it route to the power plant site. The power plant block would occupy 261 acres, the ash disposal area 150 acres, and the topsoil storage areas 64 acres; 165 acres within the site would be left untouched. Cooling and service water for the plant would be provided from either the Tule Desert or Clover Valley well field via a pipeline. The plant would be constructed over a four-year period and have an operating life of 50 years, after which the plant site and associated rail, road, and pipeline rights-of-way would be reclaimed. In addition to the proposed action, this draft EIS considers a No Action Alternative, under which the abovementioned already permitted 1,100-MW gas-fired power plant would constructed, as well as several rail line alignment alternatives. POSITIVE IMPACTS: The power plant would help the applicant meet the increasing demand for electrical power in the service area, which includes Arizona, New Mexico, and southern Nevada, where demand is expected to rise by 6,340 MW by 2012. Construction of the plant would employ 800 workers, and plant operation would employ 110 workers. Lincoln County would collect $14 million during the plant construction phase and $10 million per year of operation in taxes. NEGATIVE IMPACTS: Plant site developments for the proposed coal-fired power plant would displace 475 acres of vegetation and soils, and the rail, access road, and water pipeline rights-of-way would displace a further 356 acres, 138 acres, and 45 acres, respectively. Approximately 356 acres of grazing land would be affected due to loss of fencing, and pipeline construction would disturb 90 acres of rangeland. Cooling system requirements for the proposed plant would consume 2,500 acre-feet of water annually, 400 more acre-feet that would be required by the gas-fired plant. Operation of the plant would consume up to 3.1 million tons of coal per year. Construction of the plant would require removal of resources associated with nine archaeological sites eligible for inclusion in the National Register of Historic Places. The site access road would traverse a portion of the Mormon Mesa Area of Critical Environmental Concern. the plant would be visible from Interstate 15 and, possibly, from the Mormon Mountains Wilderness. The plant would emit significant levels of numerous criteria air pollutants LEGAL MANDATES: Federal Land Policy and Management Act of 1976 (43 U.S.C. 1701 et seq.). JF - EPA number: 070421, 393 pages, October 3, 2007 PY - 2007 KW - Energy KW - Agency number: DES 07-52 KW - Air Quality KW - Archaeological Sites KW - Coal KW - Electric Generators KW - Electric Power KW - Employment KW - Grazing KW - Livestock KW - Natural Gas KW - Pipelines KW - Power Plants KW - Railroads KW - Ranges KW - Reclamation KW - Reclamation Plans KW - Vegetation KW - Visual Resources KW - Visual Resources Surveys KW - Wilderness KW - Wildlife Habitat KW - Nevada KW - Ely Resource Management Area KW - Federal Land Policy and Management Act of 1976, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36343638?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-10-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TOQUOP+ENERGY+PROJECT%2C+LINCOLN+COUNTY%2C+NEVADA.&rft.title=TOQUOP+ENERGY+PROJECT%2C+LINCOLN+COUNTY%2C+NEVADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Land Management; DOI N1 - Date revised - 2008-04-01 N1 - SuppNotes - Draft. Preparation date: October 3, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH SHORE ROAD, SWAIN AND GRAHAM COUNTIES, NORTH CAROLINA. AN - 15227141; 12954 AB - PURPOSE: The improvement of North Shore Road in Swain County, North Carolina is proposed. The project corridor includes a portion of the Great Smoky Mountains National Park, and the record of decision for this EIS process will serve as a general management plan amendment for the park if an alternative that is inconsistent with the current park direction is adopted. In 1943, the Tennessee Valley Authority, the Department of the Interior, the state of North Carolina, and Swain County entered into a memorandum of agreement that addressed the creation of Fontana Dam and Reservoir and the resultant flooding of lands and roads within the county. As part of the agreement, 44,170 acres of land were transferred to the Bureau of Land Management (BLM) and made part of the national park. The agreement contained a provision by which the state was to construct a road from Bryson City to the national park boundary, and the BLM was to construct a road through the park along the north shore of the newly formed Fontana Reservoir to replace the inundated NC 288. The state completed its obligation in 1959, but the BLM lacked funding to fulfill its road construction commitment. Between 1948 and 1970, the Department of the Interior, through the National Park Service, built 7.2 miles of the proposed road, leaving 30 miles unconstructed. During the early construction efforts, it was discovered that the alignment of the road would pass through unstable terrain, resulting in the possibility of landslides during and after construction and requiring more extensive engineering than originally anticipated. Additionally, during construction, a stratum subject to acid leaching was encountered. In October 2000, Congress appropriated $16 million for construction of, and improvements to, North Shore Road. Since then, environmental groups have contended that construction and use of the road would harm park resources; certain of these groups support a cash settlement in lieu of the road. Five alternatives, including a No Action Alternative, are considered in this final EIS. The alternatives include a No Action Alternative, the monetary settlement proposal; development of a Laurel Branch Picnic Area and associated access road; a partial-build alternative extending eight miles from the existing tunnel west to the vicinity of the former Bushnell settlement; and one full-build alternative. Two road types are under consideration, including a paved principal park road and a gravel primitive park road. Estimated costs of the monetary settlement and Laurel Branch alternatives are $52 million and $13.7 million, respectively. The cost of partial-build alternative extending to Bushnell is estimated to range from $92.2 million to $148.6 million, with the low figure applying to the primitive park road design and the high figure applying to the principal park road design. The estimated costs of the full-build alternatives range from $344.9 million to $589.7 million, the figures representing the primitive and principal park road options, respectively. The National Park Service has chosen the monetary settlement alternative as the preferred alternative. POSITIVE IMPACTS: The construction of the road would allow families that lived along the north shore of the Little Tennessee River prior to its acquisition by the national park access to old home sites and family cemeteries. The road would also provide economic benefits to the county via increased tourist access. The monetary settlement alternative would retire all claims against federal agencies by the county and preclude all environmental damage resulting from road construction and reconstruction activities. NEGATIVE IMPACTS: Additional traffic in the area would affect the pristine natural appearance of the corridor along the lake. Under the build alternatives, from eight to 906 acres would be reclassified from natural environment to a transportation subzone. Vegetation and wildlife habitat, including habitat for migratory birds and the federally protected bald eagle and Indiana bat, would be permanently displaced in the construction corridor. Six historic structures and several archaeological sites could be affected by construction activities and roadway use. The Appalachian National Scenic Trail would be affected. All build alternatives would encroach on the 100-year floodplain at major stream crossings. Approximately 69 acres of wetlands would lie within the corridor affected by the project, and lakes and streams would also suffer from increased runoff and the associated pollutants. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0156D, Volume 30, Number 1. JF - EPA number: 070418, 692 pages and maps, CD-ROM, October 3, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FES 07-38 KW - Air Quality Assessments KW - Archaeological Sites KW - Birds KW - Cost Assessments KW - Cemeteries KW - Endangered Species (Animals) KW - Floodplains KW - Geologic Surveys KW - Highways KW - Historic Sites KW - National Parks KW - Recreation Facilities KW - Recreation Resources KW - Reservoirs KW - Roads KW - Soils Surveys KW - Trails KW - Vegetation KW - Visual Resources Surveys KW - Water Quality KW - Water Quality Assessments KW - Wildlife Habitat KW - Wildlife Surveys KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/15227141?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-10-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+SHORE+ROAD%2C+SWAIN+AND+GRAHAM+COUNTIES%2C+NORTH+CAROLINA.&rft.title=NORTH+SHORE+ROAD%2C+SWAIN+AND+GRAHAM+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service; DOI N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: October 3, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ELEVENTH STREET BRIDGES, ANACOSTIA FREEWAY (I-295/DC 295) TO THE SOUTHEAST/SOUTHWEST FREEWAY (I-695), WASHINGTON, D.C. AN - 36347394; 12953 AB - PURPOSE: The reconstruction and reconfiguration of the interchange of the Southeast/Southwest Freeway (Interstate 695 (I-695))and the Anacostia Freeway (I-295 and District of Columbia 295) over the Anacostia River in Southeast Washington, District of Columbia are proposed. The key design features of the one-mile interchange and river crossing project include new ramps east of the Anacostia Freeway to connect both directions of the Anacostia Freeway with cross-river freeway bridges; local traffic would be separated from freeway traffic either by dedicating one bridge to each flow or by providing a physical separation of flows on each bridge; and maintenance of the current four-lane capacity in each direction, with two lanes provided for local traffic, along with enhanced facilities for bicyclists and pedestrians adjacent to the local traffic lanes. The local lanes would be designed to accommodate a streetcar line if that should result from the implementation of a separate project. West of the river, the project would rehabilitate or replace portions of he Southeast Freeway from approximately Sixth Street north to the Eleventh Street bridges. This would include reconstruction of the entrance and exit ramps and relocation of the freeway connection to the bridges. The existing ramps on N Street would be moved to M Street The existing exit between Ninth and Tenth streets would be moved to Ninth Street. Reconstruction of the existing bridges across the Anacostia River would use the existing piers if possible. The eight existing freeway lanes would be maintained in the new crossing. Three of the four build alternatives would use separate two-way bridges for the freeway and the surface street traffic, while the fourth alternative would maintain the existing pair of one-way crossings, with local and freeway traffic carried on the structure. East of the river, the project would reconfigure the interchange between the Anacostia Freeway and the bridges. In addition to the proposed action, four build alternatives and a No-Build Alternative are considered in this final EIS. POSITIVE IMPACTS: The project would improve the highway connection between the Southeast/Southwest Freeway and Anacostia Freeway in Southeast Washington by replacing missing infrastructure, providing missing connections to improve traffic flow to and from downtown Washington, discourage cit-through traffic on neighborhood streets improve local access, and link land uses across the Anacostia River. NEGATIVE IMPACTS: Under three of the four build alternatives, rights-of-way development would affect Anacostia Community Boathouse Association operations and would require demolition of all or part of the association's building; the building would be refurbished or replaced following construction. Nine to 11.7 acres of Anacostia Park and 0.3 to 0.8 acre of Virginia Avenue Park would be converted to highway use. The project would displace 0.17 to 0.34 acre of wetlands. Views from Anacostia Park could suffer aesthetically. Some parking lot spaces would be lost. Air pollutant emissions in the corridor would increase somewhat, but no regional impacts would be expected. Noise levels would exceed federal standards at least one location under any alternative. 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 06-0427D, Volume 30, Number 3. JF - EPA number: 070417, Volume 1--486 pages, Volume 2--756 pages, Volume 3--321 pages, October 2, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-06-01-F KW - Air Quality KW - Air Quality Assessments KW - Bridges KW - Cultural Resources Surveys KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Transportation Surveys KW - Visual Resources KW - Water Quality Assessments KW - Wetlands KW - District of Columbia KW - Department of Transportation Act of 1966, Parks 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/36347394?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-10-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELEVENTH+STREET+BRIDGES%2C+ANACOSTIA+FREEWAY+%28I-295%2FDC+295%29+TO+THE+SOUTHEAST%2FSOUTHWEST+FREEWAY+%28I-695%29%2C+WASHINGTON%2C+D.C.&rft.title=ELEVENTH+STREET+BRIDGES%2C+ANACOSTIA+FREEWAY+%28I-295%2FDC+295%29+TO+THE+SOUTHEAST%2FSOUTHWEST+FREEWAY+%28I-695%29%2C+WASHINGTON%2C+D.C.&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 - 2008-04-01 N1 - SuppNotes - Final. Preparation date: October 2, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - Flammability Properties of Aircraft Carbon-Fiber Structural Composite AN - 20171771; 9358883 AB - This study investigated the flammability of a carbon-fiber composite material for use in aircraft structures. In particular, it considered a composite material manufactured by Toray Composites (America) to Boeing Material Specification 8-276. The objective was to establish a complete set of properties pertaining to the heating and burning characteristics of these materials in fires. Several apparatuses were used, including the cone calorimeter, microscale combustion calorimeter, thermogravimetric analyzer, differential scanning calorimeter, and a flame spread rig to promote spread with preheating by radiation. An attempt was made to measure the thermal conductivity of the composite over a range of temperatures through its decomposition, but the heat losses from the apparatus likely caused an overestimate in the measurement. Data from standard tests were also reported for the Ohio State University calorimeter and the smoke density chamber. The material burns in a manner similar to a charring material, in that the carbon fibers comprise most of its mass. The composite burns primarily from the vaporization of its resin. It can ignite with a pilot flame after preheating at a low heat flux. When it burns, the resin vapor is forced out of the fiber pores, and pressure causes the material to swell to over twice its volume. In most all cases studied, the composite maintained its rigidity, but its structural strength was not examined after degradation. The material appears to maintain homogeneity in swelling. The fibers create an insulating, char-like structure that causes a reduction in the internal heating, and consequently, the burning rate drops in time. As the burning rate drops, extinction can naturally occur due to insufficient heating. As is common of charring materials, external heat flux is required to sustain burning and flame spread. It should be noted that the carbon fiber can also oxidize under high-temperature conditions, and this was observed even at low heat fluxes. Furthermore, the properties in this report pertain primarily to the characteristics of the resin material, as the carbon fibers are essentially inert. JF - Flammability Properties of Aircraft Carbon-Fiber Structural Composite. 43 pp. Oct 2007. AU - Quintiere, J G AU - Walters, R N AU - Crowley, S Y1 - 2007/10// PY - 2007 DA - Oct 2007 SP - 43 PB - Federal Aviation Administration, [URL:http://www.fire.tc.faa.gov] KW - Health & Safety Science Abstracts KW - DOT/FAA/AR-07/57 KW - Degradation KW - thermal conductivity KW - Decomposition KW - Vapors KW - Aircraft KW - extinction KW - Fires KW - Resins KW - composite materials KW - Temperature KW - burning KW - Combustion KW - Smoke KW - Fibers KW - Flammability KW - USA, Ohio KW - H 7000:Fire Safety UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/20171771?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=Quintiere%2C+J+G%3BWalters%2C+R+N%3BCrowley%2C+S&rft.aulast=Quintiere&rft.aufirst=J&rft.date=2007-10-01&rft.volume=&rft.issue=&rft.spage=43&rft.isbn=&rft.btitle=Flammability+Properties+of+Aircraft+Carbon-Fiber+Structural+Composite&rft.title=Flammability+Properties+of+Aircraft+Carbon-Fiber+Structural+Composite&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 - RPRT T1 - BLUE WATER BRIDGE PLAZA STUDY, ST. CLAIR COUNTY, MICHIGAN. AN - 36348659; 12931 AB - PURPOSE: The improvement of the United States inspection plaza at the Blue Water Bridge in the city and town of Port Huron, St. Clair County, Michigan is proposed. The study corridor extends from the western end of the Blue Water bridge westward for 2.2 miles to the Interstate 94 (I-94)/I-69 interchange. The existing 18-acre Blue Water Bridge Plaza is elevated 24 feet above street level to accommodate Pine Grove Avenue, which runs beneath the facility Key issues identified during scoping include those related to effects of the project on the natural, human, and build environment include neighborhood and community cohesion, visual character, noise, air quality, and land use patterns. Practical alternatives include expanding the existing plaza and relocating major functions of the plaza approximately 1.5 miles from the existing facility, with a secured corridor connecting the existing plaza to the new portion of the plaza. Three specific practical action alternatives and a No Action Alternative. The City West Alternatives, which is the preferred alternative, would encompass a 131-acre tract to provide for an expanded plaza and improvements along the I-94/I-69 corridor, including a welcome center and 65-acre plaza. Pine Grove Avenue would be relocated to wrap around the south and west sides of the plaza. The block bounded by Tenth Avenue, Hancock Street, the Michigan 25 Connector, and the existing plaza for expanded inspection and plaza space. The project would include the reconstruction of the Black River Bridge to expand it from four to nine lanes and reconstruct the Water street Bridge. The Lapeer Connecter interchange would e expanded to include access in al directions. A new Michigan Department of Transportation Welcome Center would be constructed north of I-94/I-69 in Port Huron Township, replacing the existing center at Water Street. POSITIVE IMPACTS: The new facilities would accommodate plaza traffic growth through the year 2030; provide space for future plaza facility additions and new inspection technologies, reduce traffic backups on I-94/I/69, the Blue Water Bridge, and Highway 402 in Canada; improve safety on the Blue Water Bridge; and minimize impacts to plaza traffic on local roads. The new facilities could encourage commercial redevelopment of land north of Hancock Street. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of a significant portion of the neighborhood south of the existing plaza and 13 homes in the neighborhood northeast of the plaza; in all, 129 residences would be relocated. A church relocation and 30 business displacements would also be unavoidable. The E.C. Williams House, which is eligible for inclusion in the National Register of Historic Places, would be displaced as well. The inspection station and related facilities would lie with in a non-attainment area for airborne particulate matter. Traffic-generated noise would approach or exceed federal standards at 45 residences, four businesses, and at one park site. The facilities would lie within a 100-year floodplain. Construction workers would encounter some or all of the 20 hazardous waste sites that lie within the study area. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 070388, Draft EIS--721 pages, Oversize supplement--38 pages, September 11, 2007 PY - 2007 KW - Land Use KW - Agency number: FHWA-MI-EIS-07-02-D KW - Air Quality Standards Violations KW - Border Stations KW - Commercial Zones KW - Community Facilities KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - International Programs KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Urban Renewal KW - Michigan KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36348659?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-09-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BLUE+WATER+BRIDGE+PLAZA+STUDY%2C+ST.+CLAIR+COUNTY%2C+MICHIGAN.&rft.title=BLUE+WATER+BRIDGE+PLAZA+STUDY%2C+ST.+CLAIR+COUNTY%2C+MICHIGAN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lansing, Michigan; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Draft. Preparation date: September 11, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 5 (SANTA ANA FREEWAY) FROM STATE ROUTE 91 IN ORANGE COUNTY TO INTERSTATE 605 IN LOS ANGELES COUNTY, CALIFORNIA DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2006). [Part 1 of 2] T2 - INTERSTATE 5 (SANTA ANA FREEWAY) FROM STATE ROUTE 91 IN ORANGE COUNTY TO INTERSTATE 605 IN LOS ANGELES COUNTY, CALIFORNIA DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2006). AN - 756824374; 12932-070389_0001 AB - PURPOSE: The improvement of Interstate 5 (I-5; Santa Ana Freeway) from State Route (SR) 91 in Orange County to I-605 in Los Angeles County, California is proposed. I-5 is a major regional transportation corridor extending the entire length of the western United States from Mexico to Canada. It also serves as the backbone of the transportation system connecting the major urban centers of Los Angeles and Orange counties. Nine alternatives, including a No-Build Alternative (Alternative 1), a transportation systems management alternative, a transit enhancement alternative, and six reconstruction alternatives, are considered in this final EIS. The reconstruction alternatives would provide a 10- to 12-lane freeway facility and most alternatives would include a high-occupancy-vehicle (HOV) lane feature. The recommended alternative (Alternative 4B) would widen the existing six-lane facility to provide a high-occupancy vehicle land and four or five general purpose lanes in each direction. The reconstruction project would alter the profile grade of the facility to meet sight distance and design speed standards. to reduce future impacts to the I-5 JPA Cities, and in anticipation of future traffic needs, all over-crossing structures would be designed to span a standard 12-lane freeway cross-section. All existing nonstandard hook ramps would be replaced with standard tight diamond configuration ramps. In areas with sensitive rights-of-way resources, ramp construction would utilize retaining walls instead of embankments. POSITIVE IMPACTS: The improved facility would reduce existing and forecast traffic congestion on I-5 between SR 91 and I-605. The project would include short- and log-term strategies to improve regional air quality as well as implementing traffic control measures included in the Statewide Implementation Plan. Reconstruction of I-5 would allow the state to implement current functional and safety design standards, increasing safety and operational efficiency of the facility. NEGATIVE IMPACTS: Widening the facility would require the acquisition of new rights-of-way, resulting in the displacement of residences and businesses, the disruption of the affected neighborhoods, and the loss of public tax revenue. Numerous parking spaces would be lost to the expanded freeway. Rights-of-way development would also displace land associated with Orr Park and Norwalk Arts and Sports Center/Norwalk Park, two significant recreational resource sites. The increases in capacity and traffic volume on the expanded facility would increase the number of sensitive receptors exposed to traffic-generated noise levels in excess of federal standards; noise barriers would mitigate this impact for some receptors. The level of air pollutants in the vicinity of the corridor and throughout the regional airshed would increase, though the increased efficiency of vehicular operation due to the increased capacity of the expanded facility would mitigate this impact significantly. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0111D, Volume 31, Number 1. JF - EPA number: 070389, Draft Supplemental EIS--404 pages, Appendices--187 pages, September 10, 2007 PY - 2007 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-06-11-F KW - Air Quality Assessments KW - Highways KW - Highway Structures KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Parks KW - Recreation Facilities KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Department of Transportation Act of 1966, Recreation Facilities KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824374?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-09-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+5+%28SANTA+ANA+FREEWAY%29+FROM+STATE+ROUTE+91+IN+ORANGE+COUNTY+TO+INTERSTATE+605+IN+LOS+ANGELES+COUNTY%2C+CALIFORNIA+DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2006%29.&rft.title=INTERSTATE+5+%28SANTA+ANA+FREEWAY%29+FROM+STATE+ROUTE+91+IN+ORANGE+COUNTY+TO+INTERSTATE+605+IN+LOS+ANGELES+COUNTY%2C+CALIFORNIA+DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2006%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 - 2008-04-01 N1 - SuppNotes - Final. Preparation date: September 10, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 5 (SANTA ANA FREEWAY) FROM STATE ROUTE 91 IN ORANGE COUNTY TO INTERSTATE 605 IN LOS ANGELES COUNTY, CALIFORNIA DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2006). [Part 2 of 2] T2 - INTERSTATE 5 (SANTA ANA FREEWAY) FROM STATE ROUTE 91 IN ORANGE COUNTY TO INTERSTATE 605 IN LOS ANGELES COUNTY, CALIFORNIA DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2006). AN - 756824373; 12932-070389_0002 AB - PURPOSE: The improvement of Interstate 5 (I-5; Santa Ana Freeway) from State Route (SR) 91 in Orange County to I-605 in Los Angeles County, California is proposed. I-5 is a major regional transportation corridor extending the entire length of the western United States from Mexico to Canada. It also serves as the backbone of the transportation system connecting the major urban centers of Los Angeles and Orange counties. Nine alternatives, including a No-Build Alternative (Alternative 1), a transportation systems management alternative, a transit enhancement alternative, and six reconstruction alternatives, are considered in this final EIS. The reconstruction alternatives would provide a 10- to 12-lane freeway facility and most alternatives would include a high-occupancy-vehicle (HOV) lane feature. The recommended alternative (Alternative 4B) would widen the existing six-lane facility to provide a high-occupancy vehicle land and four or five general purpose lanes in each direction. The reconstruction project would alter the profile grade of the facility to meet sight distance and design speed standards. to reduce future impacts to the I-5 JPA Cities, and in anticipation of future traffic needs, all over-crossing structures would be designed to span a standard 12-lane freeway cross-section. All existing nonstandard hook ramps would be replaced with standard tight diamond configuration ramps. In areas with sensitive rights-of-way resources, ramp construction would utilize retaining walls instead of embankments. POSITIVE IMPACTS: The improved facility would reduce existing and forecast traffic congestion on I-5 between SR 91 and I-605. The project would include short- and log-term strategies to improve regional air quality as well as implementing traffic control measures included in the Statewide Implementation Plan. Reconstruction of I-5 would allow the state to implement current functional and safety design standards, increasing safety and operational efficiency of the facility. NEGATIVE IMPACTS: Widening the facility would require the acquisition of new rights-of-way, resulting in the displacement of residences and businesses, the disruption of the affected neighborhoods, and the loss of public tax revenue. Numerous parking spaces would be lost to the expanded freeway. Rights-of-way development would also displace land associated with Orr Park and Norwalk Arts and Sports Center/Norwalk Park, two significant recreational resource sites. The increases in capacity and traffic volume on the expanded facility would increase the number of sensitive receptors exposed to traffic-generated noise levels in excess of federal standards; noise barriers would mitigate this impact for some receptors. The level of air pollutants in the vicinity of the corridor and throughout the regional airshed would increase, though the increased efficiency of vehicular operation due to the increased capacity of the expanded facility would mitigate this impact significantly. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0111D, Volume 31, Number 1. JF - EPA number: 070389, Draft Supplemental EIS--404 pages, Appendices--187 pages, September 10, 2007 PY - 2007 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-06-11-F KW - Air Quality Assessments KW - Highways KW - Highway Structures KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Parks KW - Recreation Facilities KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Department of Transportation Act of 1966, Recreation Facilities KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824373?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-09-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+5+%28SANTA+ANA+FREEWAY%29+FROM+STATE+ROUTE+91+IN+ORANGE+COUNTY+TO+INTERSTATE+605+IN+LOS+ANGELES+COUNTY%2C+CALIFORNIA+DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2006%29.&rft.title=INTERSTATE+5+%28SANTA+ANA+FREEWAY%29+FROM+STATE+ROUTE+91+IN+ORANGE+COUNTY+TO+INTERSTATE+605+IN+LOS+ANGELES+COUNTY%2C+CALIFORNIA+DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2006%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 - 2008-04-01 N1 - SuppNotes - Final. Preparation date: September 10, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 5 (SANTA ANA FREEWAY) FROM STATE ROUTE 91 IN ORANGE COUNTY TO INTERSTATE 605 IN LOS ANGELES COUNTY, CALIFORNIA DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 2006). AN - 36343958; 12932 AB - PURPOSE: The improvement of Interstate 5 (I-5; Santa Ana Freeway) from State Route (SR) 91 in Orange County to I-605 in Los Angeles County, California is proposed. I-5 is a major regional transportation corridor extending the entire length of the western United States from Mexico to Canada. It also serves as the backbone of the transportation system connecting the major urban centers of Los Angeles and Orange counties. Nine alternatives, including a No-Build Alternative (Alternative 1), a transportation systems management alternative, a transit enhancement alternative, and six reconstruction alternatives, are considered in this final EIS. The reconstruction alternatives would provide a 10- to 12-lane freeway facility and most alternatives would include a high-occupancy-vehicle (HOV) lane feature. The recommended alternative (Alternative 4B) would widen the existing six-lane facility to provide a high-occupancy vehicle land and four or five general purpose lanes in each direction. The reconstruction project would alter the profile grade of the facility to meet sight distance and design speed standards. to reduce future impacts to the I-5 JPA Cities, and in anticipation of future traffic needs, all over-crossing structures would be designed to span a standard 12-lane freeway cross-section. All existing nonstandard hook ramps would be replaced with standard tight diamond configuration ramps. In areas with sensitive rights-of-way resources, ramp construction would utilize retaining walls instead of embankments. POSITIVE IMPACTS: The improved facility would reduce existing and forecast traffic congestion on I-5 between SR 91 and I-605. The project would include short- and log-term strategies to improve regional air quality as well as implementing traffic control measures included in the Statewide Implementation Plan. Reconstruction of I-5 would allow the state to implement current functional and safety design standards, increasing safety and operational efficiency of the facility. NEGATIVE IMPACTS: Widening the facility would require the acquisition of new rights-of-way, resulting in the displacement of residences and businesses, the disruption of the affected neighborhoods, and the loss of public tax revenue. Numerous parking spaces would be lost to the expanded freeway. Rights-of-way development would also displace land associated with Orr Park and Norwalk Arts and Sports Center/Norwalk Park, two significant recreational resource sites. The increases in capacity and traffic volume on the expanded facility would increase the number of sensitive receptors exposed to traffic-generated noise levels in excess of federal standards; noise barriers would mitigate this impact for some receptors. The level of air pollutants in the vicinity of the corridor and throughout the regional airshed would increase, though the increased efficiency of vehicular operation due to the increased capacity of the expanded facility would mitigate this impact significantly. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0111D, Volume 31, Number 1. JF - EPA number: 070389, Draft Supplemental EIS--404 pages, Appendices--187 pages, September 10, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-06-11-F KW - Air Quality Assessments KW - Highways KW - Highway Structures KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Parks KW - Recreation Facilities KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Department of Transportation Act of 1966, Recreation Facilities KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36343958?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-09-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+5+%28SANTA+ANA+FREEWAY%29+FROM+STATE+ROUTE+91+IN+ORANGE+COUNTY+TO+INTERSTATE+605+IN+LOS+ANGELES+COUNTY%2C+CALIFORNIA+DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2006%29.&rft.title=INTERSTATE+5+%28SANTA+ANA+FREEWAY%29+FROM+STATE+ROUTE+91+IN+ORANGE+COUNTY+TO+INTERSTATE+605+IN+LOS+ANGELES+COUNTY%2C+CALIFORNIA+DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+OCTOBER+2006%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 - 2008-04-01 N1 - SuppNotes - Final. Preparation date: September 10, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PEACE BRIDGE EXPANSION PROJECT: CAPACITY IMPROVEMENTS TO THE PEACE BRIDGE, PLAZAS AND CONNECTING ROADWAYS, CITY OF BUFFALO, ERIE COUNTY, NEW YORK AND TOWN OF FORT ERIE, ONTARIO, CANADA. AN - 36342010; 12928 AB - PURPOSE: The construction of a new and expanded U.S. federal inspection station (plaza), a companion structure of for the Peace Bridge, and reconfiguration of the local/interstate Buffalo connecting roadways is proposed in Buffalo, New York to support the international Peace Bridge connecting the city of Buffalo in Erie County, New York with Fort Erie in Ontario, Canada. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Build Alternative 1 would provide for construction of a new and expanded inspection station and reconfiguration of the local/interstate Buffalo connecting roadways. A companion bridge would be constructed adjacent to and south of the existing Peace Bridge, which would be re-decked. A visitors center would be provided to make effective use of the properties between the plaza and the roundabout at Niagara and Hampshire streets taken due to impacts and as a buffer. The visitors center would be connected to Front Park via a landscaped, non-motorized pathway along Niagara Street. Alternative 3, which consists of three subalternatives , would provide a federal inspection station/plaza in Fort Erie, Ontario along with one of three local/interstate Buffalo connecting roadway options, Under this alternative, no inspection facilities would be constructed or remain on the US side of the border; however, a duty-free facility would operate on the US side. A companion bridge would be constructed adjacent to and south of the existing Peace Bridge, which would be re-decked. Since adverse impacts to the Niagara Street community are much less extreme than under Alternative 1, the alternative would not include a buffer area on Niagara Street or a Visitors Center. However, a accommodations would be made for a construction of a visitor center in the future. Alternative 2 has been limited from consideration, hence, is not considered in this EIS. Costs of alternatives 1 and 3 are estimated at $332 million and $274 to $303 million, respectively. POSITIVE IMPACTS: The project would provide for: a federal border inspection station that would meet the Customs and Border Protection Service's security and operational Requirements; operational flexibility and redundancy that would accommodate operational changes at other regional border crossings due to security measures; adequate capacity for movement of vehicles in expedited release programs; adequate bridge, plaza, and connecting roadway capacity to efficiently and safely serve project traffic volumes through the year 2040, and safe accommodations for bicycle and pedestrian traffic. In addition, the project would reduce overall travel times for travelers and freight carriers crossing the border, eliminate conflicting traffic movements and improve circulation within the federal inspection station, and eliminate or reduce the use of local streets for highway-to-highway commercial traffic. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 120 parcels encompassing 14.9 acres, 128 households, and 10 businesses under Alternative 1. Alternative 3 would result in the displacement of 6 to 92 parcels encompassing one to 12.7 acres, three to 95 households, and three to eight businesses. Either alternative would impact three structures eligible for inclusion in the National Register of Historic Places. Alternative 1 would affect eight architectural resources and could affect up to 36 archaeological sites, while Alternative 3 would affect one to five architectural resources and could affect one to 24 archaeological sites. Alternative 1 and two subalternatives of Alternative 3 would adversely affect Pat Sole Park and a pocket park south of the project site. Project facilities under any alternative would mar visual aesthetics. Traffic-generated noise levels under Alternative 1 would impact 27 residences, while Alternative 3 noise levels would impact 27 to 106 residences. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 070385, 684 pages, CD-ROM, September 6, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-06-D KW - Air Quality Assessments KW - Archaeological Sites KW - Border Stations KW - Bridges KW - Buildings KW - Cost Assessments KW - Commercial Zones KW - Cultural Resources KW - Cultural Resources Assessments KW - Cultural Resources Surveys KW - Health Hazard Analyses KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - International Programs KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Traffic Analyses KW - Trails KW - Transportation KW - Visual Resources KW - Water Quality Assessments KW - Water Resources Surveys KW - Canada KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342010?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-09-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PEACE+BRIDGE+EXPANSION+PROJECT%3A+CAPACITY+IMPROVEMENTS+TO+THE+PEACE+BRIDGE%2C+PLAZAS+AND+CONNECTING+ROADWAYS%2C+CITY+OF+BUFFALO%2C+ERIE+COUNTY%2C+NEW+YORK+AND+TOWN+OF+FORT+ERIE%2C+ONTARIO%2C+CANADA.&rft.title=PEACE+BRIDGE+EXPANSION+PROJECT%3A+CAPACITY+IMPROVEMENTS+TO+THE+PEACE+BRIDGE%2C+PLAZAS+AND+CONNECTING+ROADWAYS%2C+CITY+OF+BUFFALO%2C+ERIE+COUNTY%2C+NEW+YORK+AND+TOWN+OF+FORT+ERIE%2C+ONTARIO%2C+CANADA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Buffalo, New York; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Draft. Preparation date: September 6, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. 411 CONNECTOR, BARTOW COUNTY, GEORGIA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF 1989). AN - 36341032; 12927 AB - PURPOSE: The construction of 6.7 miles of fully access controlled, four-lane highway, to be known as the US 411 Connector, in Bartow County, Georgia is proposed. The study corridor extends from the US 411/US 41 interchange on the west to the Interstate 75 (I-75) interchange on the east. In addition to a No Action Alternative and two transportation system management (TSM) alternatives, the draft supplemental EIS of September 2005, which supplemented the final EIS of 1989, considered four build alternatives. Alternative A would widen the existing facilities to six lanes and construction of a bypass of the existing State Route (SR) 61/US 41 interchange. Alternative AB would provide a new US 411 to I-75 connection by constructing a freeway along the existing SR 3/US 41 alignment with frontage roads for local access, construction of a bypass of the SR 61/US 41 interchange, and construction of a freeway along a new alignment east of SR 61/US 411 that would connect to I-75 at the existing SR 20/I-75 interchange. Alternative B would provide a new US 411/I-75 connection by constructing a freeway along a new alignment between the US 411/US 41 interchange and the SR 20/I-75 interchange. Alternative D, which is the preferred alternative, would provide a new US 411/I-75 connection by constructing a freeway along a new alignment between the US 411/US 41 interchange and SR 20 east of I-75, with a new interchange at I-75. In a decision with respect to a complaint filed on July 5, 1991, the U.S. District Court for the Northern District of Georgia ruled that the EIS process had not adequately followed National Environmental Protection Act requirements and enjoined The Georgia Department of Transportation and the Federal Highway Administrations from approving or expending and federal funds on the project until an adequate EIS had been prepared. Specifically, the court noted that the EIS did not adequately compare and evaluate project alternatives. Since the court's decision, the US 411 Connector has been incorporated into the proposed Northern Arc project, a portion of the former Outer Perimeter project, eliminating the "independent utility" status of the US 411 project. In addition to the preferred alternative, this draft supplement considers 10 alignment alternatives, two TSM alternatives and a No-Build Alternative. The preferred alternative would extend US 411 east on a new location to the existing I-75/State Route (SR) 20 interchange beginning just to the west of the existing US 411/US 41 interchange. POSITIVE IMPACTS: The connector would improve the linkage between the US 411/SR 20 corridor and the interstate system by providing a more direct connection between US 411 at its interchange with US 1/SR 3 west of Cartersville and I-75. A more direct connection to I-75 would be provided from Bartow County as well as Floyd County and westward into Alabama. Regional through traffic would be separated from local traffic along the existing connection (US 411.US 41 and SR 20), substantially improving the safety and convenience of local access and circulation by reducing congestion in the corridor. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of 16 residential units and six businesses. In addition, the project would require seven to 36 acres of fill in the 100-year floodplains of three to five streams, displace 4.71 acres of wetlands, and requirement the realignment of 1,191 linear feet of stream channel. The Ledford House, which is considered eligible for inclusion in the National Register of Historic Places would suffer an adverse effect due to the project. 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 supplement, see 06-0135D, Volume 30, Number 1. JF - EPA number: 070384, Draft Supplemental EIS--749 pages, Appendices (Volume 1), 851 pages, Appendices (Volume 2)--655 pages, September 5, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-GA-EIS-88-01-FS KW - Air Quality Assessments KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Wetlands KW - Georgia 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, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36341032?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-09-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+411+CONNECTOR%2C+BARTOW+COUNTY%2C+GEORGIA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+1989%29.&rft.title=U.S.+411+CONNECTOR%2C+BARTOW+COUNTY%2C+GEORGIA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+1989%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Augusta, Georgia; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: September 5, 2007 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - Developing Complimentary Green and Grey Infrastructure T2 - 137th Annual Meeting of the American Fisheries Society (AFS 2007) AN - 39412362; 4661052 JF - 137th Annual Meeting of the American Fisheries Society (AFS 2007) AU - Moody, Kevin AU - Brown, Eric Y1 - 2007/09/02/ PY - 2007 DA - 2007 Sep 02 KW - Infrastructure KW - U 1200:Aquatic Science UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39412362?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=137th+Annual+Meeting+of+the+American+Fisheries+Society+%28AFS+2007%29&rft.atitle=Developing+Complimentary+Green+and+Grey+Infrastructure&rft.au=Moody%2C+Kevin%3BBrown%2C+Eric&rft.aulast=Moody&rft.aufirst=Kevin&rft.date=2007-09-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=137th+Annual+Meeting+of+the+American+Fisheries+Society+%28AFS+2007%29&rft.issn=&rft_id=info:doi/ L2 - http://web.fisheries.org/sf/images/documents/online_oral_abstracts.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2007-12-18 N1 - Last updated - 2010-05-03 ER - TY - JOUR T1 - The Distribution of Fluoxetine in Human Fluids and Tissues AN - 21037884; 8612603 AB - Fluoxetine is a selective serotonin reuptake Inhibitor (SSRI) that was introduced in 1986. Certain side effects of this medication--drowsiness, dizziness, abnormal vision, diarrhea, and headache--could affect pilot performance and become a factor in an aviation accident. Our laboratory has determined the distribution of fluoxetine and its desmethyl metabolite, norfluoxetine, in various postmortem tissues and fluids from 10 fatal aviation accident cases. When available, 11 specimen types were analyzed for each case, including blood, urine, vitreous humor, bile, liver, kidney, skeletal muscle, lung, spleen, heart muscle, and brain. Blood fluoxetine concentrations in these 10 cases ranged from 21 to 1480 ng/mL The distribution coefficients for both fluoxetine and norfluoxetine, expressed as specimen/blood ratios, were determined. The distribution coefficients for fluoxetine were determined to be 0.9 plus or minus 0.4 for urine, 0.10 plus or minus 0.03 for vitreous humor, 9 plus or minus 1 for bile, 38 plus or minus 10 for liver, 60 plus or minus 17 for lung, 9 plus or minus 3 for kidney, 20 plus or minus 5 for spleen, 2.2 plus or minus 0.3 for muscle, 15 plus or minus 3 for brain, and 10 plus or minus 2 for heart. To our knowledge, this is the first report presenting the distribution of fluoxetine in humans at therapeutic concentrations. JF - Journal of Analytical Toxicology AU - Johnson, R D AU - Lewis, R J AU - Angier, M K AD - Civil Aerospace Medical Institute, Federal Aviation Administration, Analytical Toxicology and Accident Research Laboratory, AAM-610, CAMI Building, RM 356G, 6500 S. MacArthur Blvd., Oklahoma City, Oklahoma 73169-6901, USA Y1 - 2007/09// PY - 2007 DA - Sep 2007 SP - 409 EP - 414 VL - 31 IS - 7 SN - 0146-4760, 0146-4760 KW - Toxicology Abstracts KW - Diarrhea KW - Brain KW - Cardiac muscle KW - Serotonin uptake inhibitors KW - Spleen KW - Metabolites KW - vitreous humor KW - Fluoxetine KW - Blood KW - Accidents KW - Urine KW - Lung KW - Vision KW - Bile KW - Liver KW - Kidney KW - Skeletal muscle KW - Side effects KW - X 24310:Pharmaceuticals UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/21037884?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Atoxicologyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Analytical+Toxicology&rft.atitle=The+Distribution+of+Fluoxetine+in+Human+Fluids+and+Tissues&rft.au=Johnson%2C+R+D%3BLewis%2C+R+J%3BAngier%2C+M+K&rft.aulast=Johnson&rft.aufirst=R&rft.date=2007-09-01&rft.volume=31&rft.issue=7&rft.spage=409&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 - 2008-11-01 N1 - Last updated - 2015-03-27 N1 - SubjectsTermNotLitGenreText - Diarrhea; Brain; Spleen; Serotonin uptake inhibitors; Cardiac muscle; Metabolites; vitreous humor; Fluoxetine; Blood; Accidents; Vision; Lung; Urine; Bile; Kidney; Liver; Skeletal muscle; Side effects ER - TY - RPRT T1 - EAGLE BUTTE WEST COAL LEASE APPLICATION (WYW155132), WYOMING POWDER RIVER BASIN. [Part 2 of 2] T2 - EAGLE BUTTE WEST COAL LEASE APPLICATION (WYW155132), WYOMING POWDER RIVER BASIN. AN - 756824456; 12914-070371_0002 AB - PURPOSE: The leasing by application of the Eagle Butte West Tract, a tract of federal coal estate in the Wyoming Power River Basin is proposed by RAG Coal West, Inc. The 1,397.64-acre tract, which contains approximately 238 million tons of in-place federal coal, lies adjacent to an existing surface coal mine in Campbell County. Fountain Coal West, the operator of the adjacent Eagle Butte Mine, proposes to mine the tract as a maintenance lease for the existing mine. At Eagle Butte Mine, there are two mineable coal seams, which are locally referred to as the Roland (upper) seam and the Smith (lower) seam. The seams are separated by a shale parting of variable thickness. The mineable seams are referred to as the Anderson and Canyon, Wyodak-Anderson, and Wyodak coal beds at other mines in the eastern Powder River Basin. Mining would remove an average of 325 feet of overburden, eight feet of interburden, and 110 feet of coal. The mine would produce 25 million tons per year, extending the life of the existing mine by eight to nine years, depending upon whether Highway 14-16, which overlays a portion of the tract, is moved away from the tract. The mine life would extend 12 years. In addition to the applicant's proposed action, this final EIS addresses a No Action Alternative (Alternative 2) and an alternative tract which encompasses 1,427.77 acres (Alternative 1). Alternative 1, which is currently the preferred alternative, would include 241 million tons of mineable coal, though access to the entire tract would require the relocation of US Highway 14-16. If the highway is not relocated, only 214 million tons of coal would be mineable from the tract. POSITIVE IMPACTS: Coal produced by the mine would be added to domestic reserves, reducing the country's dependence on foreign sources of hydrocarbon fuels for the generation of electricity. Under the applicant's proposal, mining activities would employ 223 workers. Royalty payments for the tract would increase federal revenues by $188 million to $382 million, depending on the alternative selected. The potential additional revenue to the state of Wyoming would range from $267 million to $500 million. Under the currently preferred alternative, the expected rate of production and employment and returns to the federal government via lease royalties and to the state government would be approximately the same as under those of the applicant's proposal. NEGATIVE IMPACTS: The existing topography of the tract would be substantially altered during mining. Following reclamation, the average surface elevation would be lower due to coal removal. The reclaimed land surface would contain fewer and gentler topographic features, potentially resulting in a reduction in habitat diversity and wildlife carrying capacity. The geologic structure at the site would be subject to considerable permanent change. Coal-bed natural gas wells would be precluded in the area during mining and gas resources not tapped prior to mining would be vented into the atmosphere and, hence, lost to exploitation. Mining would disturb the coal aquifer and the aquifers in the overburden, and mining operations would require drawdown of the area aquifer. The two creeks that drain the site would have to be rerouted during mining. Approximately 37.5 acres of wetlands would be lost to mining. Lease development would also displace pasture and sagebrush grassland, the latter requiring 20 to 100 years to restore. Habitat for terrestrial vegetation and wildlife and birds, including the federally protected Ute ladies'-tresses orchid, bald eagle, and black-footed ferret would be destroyed. Noise and air pollutant emissions would affect occupied dwellings, businesses, the Rawhide School, and an area airport located in the vicinity. LEGAL MANDATES: Federal Coal Leasing Act Amendment of 1976, Federal Land Policy and Management Act of 1976 (43 U.S.C. 1701 et seq.), Mineral Leasing Act of 1920 (P.L. 94-377), Multiple Use Sustained Yield Act of 1960 (16 U.S.C. 528 et seq), and Surface Mining Control and Reclamation Act of 1977 (30 U.S.C. 1201 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0503D, Volume 30, Number 4. JF - EPA number: 070371, 547 pages, August 29, 2007 PY - 2007 VL - 2 KW - Energy KW - Agency number: DES 06-43 KW - Air Quality KW - Biologic Assessments KW - Birds KW - Coal KW - Creeks KW - Employment KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Geologic Sites KW - Leasing KW - Mineral Resources KW - Mineral Resources Management KW - Mines KW - Mining KW - Natural Gas KW - Noise KW - Ranges KW - Vegetation KW - Wetlands KW - Water Quality KW - Wildlife Habitat KW - Wildlife Surveys KW - Wyoming KW - Federal Land Policy and Management Act of 1976, Compliance KW - Mineral Leasing Act of 1920, Compliance KW - Multiple Use Sustained Yield Act of 1960, Compliance KW - Surface Mining Control and Reclamation Act of 1977, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824456?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-08-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAGLE+BUTTE+WEST+COAL+LEASE+APPLICATION+%28WYW155132%29%2C+WYOMING+POWDER+RIVER+BASIN.&rft.title=EAGLE+BUTTE+WEST+COAL+LEASE+APPLICATION+%28WYW155132%29%2C+WYOMING+POWDER+RIVER+BASIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Land Management, Cheyenne, Wyoming; DOI N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: August 29, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAGLE BUTTE WEST COAL LEASE APPLICATION (WYW155132), WYOMING POWDER RIVER BASIN. [Part 1 of 2] T2 - EAGLE BUTTE WEST COAL LEASE APPLICATION (WYW155132), WYOMING POWDER RIVER BASIN. AN - 756824445; 12914-070371_0001 AB - PURPOSE: The leasing by application of the Eagle Butte West Tract, a tract of federal coal estate in the Wyoming Power River Basin is proposed by RAG Coal West, Inc. The 1,397.64-acre tract, which contains approximately 238 million tons of in-place federal coal, lies adjacent to an existing surface coal mine in Campbell County. Fountain Coal West, the operator of the adjacent Eagle Butte Mine, proposes to mine the tract as a maintenance lease for the existing mine. At Eagle Butte Mine, there are two mineable coal seams, which are locally referred to as the Roland (upper) seam and the Smith (lower) seam. The seams are separated by a shale parting of variable thickness. The mineable seams are referred to as the Anderson and Canyon, Wyodak-Anderson, and Wyodak coal beds at other mines in the eastern Powder River Basin. Mining would remove an average of 325 feet of overburden, eight feet of interburden, and 110 feet of coal. The mine would produce 25 million tons per year, extending the life of the existing mine by eight to nine years, depending upon whether Highway 14-16, which overlays a portion of the tract, is moved away from the tract. The mine life would extend 12 years. In addition to the applicant's proposed action, this final EIS addresses a No Action Alternative (Alternative 2) and an alternative tract which encompasses 1,427.77 acres (Alternative 1). Alternative 1, which is currently the preferred alternative, would include 241 million tons of mineable coal, though access to the entire tract would require the relocation of US Highway 14-16. If the highway is not relocated, only 214 million tons of coal would be mineable from the tract. POSITIVE IMPACTS: Coal produced by the mine would be added to domestic reserves, reducing the country's dependence on foreign sources of hydrocarbon fuels for the generation of electricity. Under the applicant's proposal, mining activities would employ 223 workers. Royalty payments for the tract would increase federal revenues by $188 million to $382 million, depending on the alternative selected. The potential additional revenue to the state of Wyoming would range from $267 million to $500 million. Under the currently preferred alternative, the expected rate of production and employment and returns to the federal government via lease royalties and to the state government would be approximately the same as under those of the applicant's proposal. NEGATIVE IMPACTS: The existing topography of the tract would be substantially altered during mining. Following reclamation, the average surface elevation would be lower due to coal removal. The reclaimed land surface would contain fewer and gentler topographic features, potentially resulting in a reduction in habitat diversity and wildlife carrying capacity. The geologic structure at the site would be subject to considerable permanent change. Coal-bed natural gas wells would be precluded in the area during mining and gas resources not tapped prior to mining would be vented into the atmosphere and, hence, lost to exploitation. Mining would disturb the coal aquifer and the aquifers in the overburden, and mining operations would require drawdown of the area aquifer. The two creeks that drain the site would have to be rerouted during mining. Approximately 37.5 acres of wetlands would be lost to mining. Lease development would also displace pasture and sagebrush grassland, the latter requiring 20 to 100 years to restore. Habitat for terrestrial vegetation and wildlife and birds, including the federally protected Ute ladies'-tresses orchid, bald eagle, and black-footed ferret would be destroyed. Noise and air pollutant emissions would affect occupied dwellings, businesses, the Rawhide School, and an area airport located in the vicinity. LEGAL MANDATES: Federal Coal Leasing Act Amendment of 1976, Federal Land Policy and Management Act of 1976 (43 U.S.C. 1701 et seq.), Mineral Leasing Act of 1920 (P.L. 94-377), Multiple Use Sustained Yield Act of 1960 (16 U.S.C. 528 et seq), and Surface Mining Control and Reclamation Act of 1977 (30 U.S.C. 1201 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0503D, Volume 30, Number 4. JF - EPA number: 070371, 547 pages, August 29, 2007 PY - 2007 VL - 1 KW - Energy KW - Agency number: DES 06-43 KW - Air Quality KW - Biologic Assessments KW - Birds KW - Coal KW - Creeks KW - Employment KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Geologic Sites KW - Leasing KW - Mineral Resources KW - Mineral Resources Management KW - Mines KW - Mining KW - Natural Gas KW - Noise KW - Ranges KW - Vegetation KW - Wetlands KW - Water Quality KW - Wildlife Habitat KW - Wildlife Surveys KW - Wyoming KW - Federal Land Policy and Management Act of 1976, Compliance KW - Mineral Leasing Act of 1920, Compliance KW - Multiple Use Sustained Yield Act of 1960, Compliance KW - Surface Mining Control and Reclamation Act of 1977, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824445?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-08-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAGLE+BUTTE+WEST+COAL+LEASE+APPLICATION+%28WYW155132%29%2C+WYOMING+POWDER+RIVER+BASIN.&rft.title=EAGLE+BUTTE+WEST+COAL+LEASE+APPLICATION+%28WYW155132%29%2C+WYOMING+POWDER+RIVER+BASIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Land Management, Cheyenne, Wyoming; DOI N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: August 29, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EAGLE BUTTE WEST COAL LEASE APPLICATION (WYW155132), WYOMING POWDER RIVER BASIN. AN - 36341316; 12914 AB - PURPOSE: The leasing by application of the Eagle Butte West Tract, a tract of federal coal estate in the Wyoming Power River Basin is proposed by RAG Coal West, Inc. The 1,397.64-acre tract, which contains approximately 238 million tons of in-place federal coal, lies adjacent to an existing surface coal mine in Campbell County. Fountain Coal West, the operator of the adjacent Eagle Butte Mine, proposes to mine the tract as a maintenance lease for the existing mine. At Eagle Butte Mine, there are two mineable coal seams, which are locally referred to as the Roland (upper) seam and the Smith (lower) seam. The seams are separated by a shale parting of variable thickness. The mineable seams are referred to as the Anderson and Canyon, Wyodak-Anderson, and Wyodak coal beds at other mines in the eastern Powder River Basin. Mining would remove an average of 325 feet of overburden, eight feet of interburden, and 110 feet of coal. The mine would produce 25 million tons per year, extending the life of the existing mine by eight to nine years, depending upon whether Highway 14-16, which overlays a portion of the tract, is moved away from the tract. The mine life would extend 12 years. In addition to the applicant's proposed action, this final EIS addresses a No Action Alternative (Alternative 2) and an alternative tract which encompasses 1,427.77 acres (Alternative 1). Alternative 1, which is currently the preferred alternative, would include 241 million tons of mineable coal, though access to the entire tract would require the relocation of US Highway 14-16. If the highway is not relocated, only 214 million tons of coal would be mineable from the tract. POSITIVE IMPACTS: Coal produced by the mine would be added to domestic reserves, reducing the country's dependence on foreign sources of hydrocarbon fuels for the generation of electricity. Under the applicant's proposal, mining activities would employ 223 workers. Royalty payments for the tract would increase federal revenues by $188 million to $382 million, depending on the alternative selected. The potential additional revenue to the state of Wyoming would range from $267 million to $500 million. Under the currently preferred alternative, the expected rate of production and employment and returns to the federal government via lease royalties and to the state government would be approximately the same as under those of the applicant's proposal. NEGATIVE IMPACTS: The existing topography of the tract would be substantially altered during mining. Following reclamation, the average surface elevation would be lower due to coal removal. The reclaimed land surface would contain fewer and gentler topographic features, potentially resulting in a reduction in habitat diversity and wildlife carrying capacity. The geologic structure at the site would be subject to considerable permanent change. Coal-bed natural gas wells would be precluded in the area during mining and gas resources not tapped prior to mining would be vented into the atmosphere and, hence, lost to exploitation. Mining would disturb the coal aquifer and the aquifers in the overburden, and mining operations would require drawdown of the area aquifer. The two creeks that drain the site would have to be rerouted during mining. Approximately 37.5 acres of wetlands would be lost to mining. Lease development would also displace pasture and sagebrush grassland, the latter requiring 20 to 100 years to restore. Habitat for terrestrial vegetation and wildlife and birds, including the federally protected Ute ladies'-tresses orchid, bald eagle, and black-footed ferret would be destroyed. Noise and air pollutant emissions would affect occupied dwellings, businesses, the Rawhide School, and an area airport located in the vicinity. LEGAL MANDATES: Federal Coal Leasing Act Amendment of 1976, Federal Land Policy and Management Act of 1976 (43 U.S.C. 1701 et seq.), Mineral Leasing Act of 1920 (P.L. 94-377), Multiple Use Sustained Yield Act of 1960 (16 U.S.C. 528 et seq), and Surface Mining Control and Reclamation Act of 1977 (30 U.S.C. 1201 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0503D, Volume 30, Number 4. JF - EPA number: 070371, 547 pages, August 29, 2007 PY - 2007 KW - Energy KW - Agency number: DES 06-43 KW - Air Quality KW - Biologic Assessments KW - Birds KW - Coal KW - Creeks KW - Employment KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Geologic Sites KW - Leasing KW - Mineral Resources KW - Mineral Resources Management KW - Mines KW - Mining KW - Natural Gas KW - Noise KW - Ranges KW - Vegetation KW - Wetlands KW - Water Quality KW - Wildlife Habitat KW - Wildlife Surveys KW - Wyoming KW - Federal Land Policy and Management Act of 1976, Compliance KW - Mineral Leasing Act of 1920, Compliance KW - Multiple Use Sustained Yield Act of 1960, Compliance KW - Surface Mining Control and Reclamation Act of 1977, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36341316?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-08-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAGLE+BUTTE+WEST+COAL+LEASE+APPLICATION+%28WYW155132%29%2C+WYOMING+POWDER+RIVER+BASIN.&rft.title=EAGLE+BUTTE+WEST+COAL+LEASE+APPLICATION+%28WYW155132%29%2C+WYOMING+POWDER+RIVER+BASIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Land Management, Cheyenne, Wyoming; DOI N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: August 29, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CALHOUN LNG TERMINAL AND PIPELINE PROJECT, CALHOUN COUNTY, TEXAS (DOCKET NOS. CP05-91-000 AND CP05-380-000). [Part 1 of 3] T2 - CALHOUN LNG TERMINAL AND PIPELINE PROJECT, CALHOUN COUNTY, TEXAS (DOCKET NOS. CP05-91-000 AND CP05-380-000). AN - 756824929; 12890-070347_0001 AB - PURPOSE: The construction and operation of an LNG import terminal, including an LNG ship berth and unloading facilities, on the southeastern shoreline of Lavaca Bay, south of Point Comfort, in Calhoun County, Texas is proposed by Point Comfort Pipeline Company. More specifically, the proposed facilities would include a new marine terminal along Lavaca Bay that would include one berth to unload up to 120 LNG ships per year; two single containment LNG storage tanks, each having a normal working volume of 1.0 million barrels; and LNG vaporization and processing equipment. The Calhoun County Navigation District (CCND) is developing plans to augment the existing harbor by dredging a new turning basin at the confluence of the Port Comfort Channel and the Alcoa Industrial Chanel located north and west of the LNG terminal site. This augmentation would encompass construction of Calhoun Point Comfort's new ship berth as well as the CCND's new turning basin and require dredging of 4.2 million cubic yards of material from Lavaca Bay. This activity would be essential to the operation of the Calhoun LNG facilities as Calhoun Point Comfort would use the CCND's turning basin to maneuver its LNG ships. To allow for transport of the imported LNG, the applicant would construct 27.1 miles of 36-inch gas pipeline; 0.25-mile of eight-inch lateral pipeline leading to Formosa Hydrocarbons Company and 0.25-mile of 16-inch lateral leading to the Transco meter station; 10 delivery points/interconnects, including two delivery points with Formosa Hydrocarbons Company and Formosa Plastics Corporation and eight interconnect points for nine pipeline interconnections with existing natural gas pipeline systems; and a pig launcher facility and mainline valve (MLV) at the LNG terminal, an MLV near the middle of the pipeline, and a pig receiver facility and MLV at the northern pipeline terminus. In addition to the proposed action, this final EIS considers a No Action Alternative, postponement of the proposed action, alternative LNG terminal sites, and alternative pipeline routes. POSITIVE IMPACTS: The project would provide facilities necessary to import, store, and vaporize an average of 1.0 billion cubic feet per day of liquefied natural gas to provide a competitive supply of natural gas to local industrial customers, such as Formosa Hydrocarbons Company and Formosa Plastics Corporation, and other energy-consuming customers in Texas, and deliver natural gas to existing interstate and intrastate natural gas pipelines near Edna, Texas. NEGATIVE IMPACTS: The LNG project would affect 568.9 acres of land and water. Construction of the LNG terminal would affect 73 acres of land and 79.3 acres of Lavaca Bay for the CCND's turning basin and Calhoun Point Comfort's ship berth. The pipeline would traverse mostly open land, including rangeland and farmland, following existing transportation easements and rights-of-way. Pipeline installation would disturb 416.6 acres of land, including 23.8 acres of wetlands, though operation of the new facilities would require only 97.7 acres. Four operational oil and gas wells would lie within 150 feet of the pipeline rights-of-way. Dredging of 4.2 million cubic yards from the bay would result in destruction of benthos and short-term turbidity in the water column. Project facilities would lie within essential fish habitat for three species. An additional 120 LNG ships would navigate the Matagorda Ship and Port Comfort channels, resulting in increased congestion, an increased risk of ship-to-ship collisions, and some disruption of recreational boating in the area. LEGAL MANDATES: Executive Order 10173, Magnuson Fishery Conservation and Management Act of 1976 (16 U.S.C. 1801 et seq.), Maritime Transportation Security Act of 2002 (47 U.S.C. 701), and Ports and Waterways Safety Act of 2002 (33 U.S.C. 1221 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0342D, Volume 30, Number 3. JF - EPA number: 070347, 631 pages, August 8, 2007 PY - 2007 VL - 1 KW - Energy KW - Agency number: FERC/EIS-0197F KW - Bays KW - Channels KW - Dredging KW - Farmlands KW - Fish KW - Fisheries Surveys KW - Fuel Storage KW - Harbor Improvements KW - Harbor Structures KW - Natural Gas KW - Pipelines KW - Ranges KW - Recreation Resources KW - Safety KW - Site Planning KW - Terminal Facilities KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - Gulf of Mexico KW - Lavaca Bay KW - Texas KW - Executive Order 10173, Compliance KW - Magnuson Fishery Conservation and Management Act of 1976, Compliance KW - Maritime Transport Security Act of 2002, Compliance KW - Ports and Waterways Safety Act of 2002, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824929?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-08-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CALHOUN+LNG+TERMINAL+AND+PIPELINE+PROJECT%2C+CALHOUN+COUNTY%2C+TEXAS+%28DOCKET+NOS.+CP05-91-000+AND+CP05-380-000%29.&rft.title=CALHOUN+LNG+TERMINAL+AND+PIPELINE+PROJECT%2C+CALHOUN+COUNTY%2C+TEXAS+%28DOCKET+NOS.+CP05-91-000+AND+CP05-380-000%29.&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 - 2008-04-01 N1 - SuppNotes - Final. Preparation date: August 8, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CALHOUN LNG TERMINAL AND PIPELINE PROJECT, CALHOUN COUNTY, TEXAS (DOCKET NOS. CP05-91-000 AND CP05-380-000). [Part 3 of 3] T2 - CALHOUN LNG TERMINAL AND PIPELINE PROJECT, CALHOUN COUNTY, TEXAS (DOCKET NOS. CP05-91-000 AND CP05-380-000). AN - 756824507; 12890-070347_0003 AB - PURPOSE: The construction and operation of an LNG import terminal, including an LNG ship berth and unloading facilities, on the southeastern shoreline of Lavaca Bay, south of Point Comfort, in Calhoun County, Texas is proposed by Point Comfort Pipeline Company. More specifically, the proposed facilities would include a new marine terminal along Lavaca Bay that would include one berth to unload up to 120 LNG ships per year; two single containment LNG storage tanks, each having a normal working volume of 1.0 million barrels; and LNG vaporization and processing equipment. The Calhoun County Navigation District (CCND) is developing plans to augment the existing harbor by dredging a new turning basin at the confluence of the Port Comfort Channel and the Alcoa Industrial Chanel located north and west of the LNG terminal site. This augmentation would encompass construction of Calhoun Point Comfort's new ship berth as well as the CCND's new turning basin and require dredging of 4.2 million cubic yards of material from Lavaca Bay. This activity would be essential to the operation of the Calhoun LNG facilities as Calhoun Point Comfort would use the CCND's turning basin to maneuver its LNG ships. To allow for transport of the imported LNG, the applicant would construct 27.1 miles of 36-inch gas pipeline; 0.25-mile of eight-inch lateral pipeline leading to Formosa Hydrocarbons Company and 0.25-mile of 16-inch lateral leading to the Transco meter station; 10 delivery points/interconnects, including two delivery points with Formosa Hydrocarbons Company and Formosa Plastics Corporation and eight interconnect points for nine pipeline interconnections with existing natural gas pipeline systems; and a pig launcher facility and mainline valve (MLV) at the LNG terminal, an MLV near the middle of the pipeline, and a pig receiver facility and MLV at the northern pipeline terminus. In addition to the proposed action, this final EIS considers a No Action Alternative, postponement of the proposed action, alternative LNG terminal sites, and alternative pipeline routes. POSITIVE IMPACTS: The project would provide facilities necessary to import, store, and vaporize an average of 1.0 billion cubic feet per day of liquefied natural gas to provide a competitive supply of natural gas to local industrial customers, such as Formosa Hydrocarbons Company and Formosa Plastics Corporation, and other energy-consuming customers in Texas, and deliver natural gas to existing interstate and intrastate natural gas pipelines near Edna, Texas. NEGATIVE IMPACTS: The LNG project would affect 568.9 acres of land and water. Construction of the LNG terminal would affect 73 acres of land and 79.3 acres of Lavaca Bay for the CCND's turning basin and Calhoun Point Comfort's ship berth. The pipeline would traverse mostly open land, including rangeland and farmland, following existing transportation easements and rights-of-way. Pipeline installation would disturb 416.6 acres of land, including 23.8 acres of wetlands, though operation of the new facilities would require only 97.7 acres. Four operational oil and gas wells would lie within 150 feet of the pipeline rights-of-way. Dredging of 4.2 million cubic yards from the bay would result in destruction of benthos and short-term turbidity in the water column. Project facilities would lie within essential fish habitat for three species. An additional 120 LNG ships would navigate the Matagorda Ship and Port Comfort channels, resulting in increased congestion, an increased risk of ship-to-ship collisions, and some disruption of recreational boating in the area. LEGAL MANDATES: Executive Order 10173, Magnuson Fishery Conservation and Management Act of 1976 (16 U.S.C. 1801 et seq.), Maritime Transportation Security Act of 2002 (47 U.S.C. 701), and Ports and Waterways Safety Act of 2002 (33 U.S.C. 1221 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0342D, Volume 30, Number 3. JF - EPA number: 070347, 631 pages, August 8, 2007 PY - 2007 VL - 3 KW - Energy KW - Agency number: FERC/EIS-0197F KW - Bays KW - Channels KW - Dredging KW - Farmlands KW - Fish KW - Fisheries Surveys KW - Fuel Storage KW - Harbor Improvements KW - Harbor Structures KW - Natural Gas KW - Pipelines KW - Ranges KW - Recreation Resources KW - Safety KW - Site Planning KW - Terminal Facilities KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - Gulf of Mexico KW - Lavaca Bay KW - Texas KW - Executive Order 10173, Compliance KW - Magnuson Fishery Conservation and Management Act of 1976, Compliance KW - Maritime Transport Security Act of 2002, Compliance KW - Ports and Waterways Safety Act of 2002, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824507?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-08-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CALHOUN+LNG+TERMINAL+AND+PIPELINE+PROJECT%2C+CALHOUN+COUNTY%2C+TEXAS+%28DOCKET+NOS.+CP05-91-000+AND+CP05-380-000%29.&rft.title=CALHOUN+LNG+TERMINAL+AND+PIPELINE+PROJECT%2C+CALHOUN+COUNTY%2C+TEXAS+%28DOCKET+NOS.+CP05-91-000+AND+CP05-380-000%29.&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 - 2008-04-01 N1 - SuppNotes - Final. Preparation date: August 8, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CALHOUN LNG TERMINAL AND PIPELINE PROJECT, CALHOUN COUNTY, TEXAS (DOCKET NOS. CP05-91-000 AND CP05-380-000). [Part 2 of 3] T2 - CALHOUN LNG TERMINAL AND PIPELINE PROJECT, CALHOUN COUNTY, TEXAS (DOCKET NOS. CP05-91-000 AND CP05-380-000). AN - 756824498; 12890-070347_0002 AB - PURPOSE: The construction and operation of an LNG import terminal, including an LNG ship berth and unloading facilities, on the southeastern shoreline of Lavaca Bay, south of Point Comfort, in Calhoun County, Texas is proposed by Point Comfort Pipeline Company. More specifically, the proposed facilities would include a new marine terminal along Lavaca Bay that would include one berth to unload up to 120 LNG ships per year; two single containment LNG storage tanks, each having a normal working volume of 1.0 million barrels; and LNG vaporization and processing equipment. The Calhoun County Navigation District (CCND) is developing plans to augment the existing harbor by dredging a new turning basin at the confluence of the Port Comfort Channel and the Alcoa Industrial Chanel located north and west of the LNG terminal site. This augmentation would encompass construction of Calhoun Point Comfort's new ship berth as well as the CCND's new turning basin and require dredging of 4.2 million cubic yards of material from Lavaca Bay. This activity would be essential to the operation of the Calhoun LNG facilities as Calhoun Point Comfort would use the CCND's turning basin to maneuver its LNG ships. To allow for transport of the imported LNG, the applicant would construct 27.1 miles of 36-inch gas pipeline; 0.25-mile of eight-inch lateral pipeline leading to Formosa Hydrocarbons Company and 0.25-mile of 16-inch lateral leading to the Transco meter station; 10 delivery points/interconnects, including two delivery points with Formosa Hydrocarbons Company and Formosa Plastics Corporation and eight interconnect points for nine pipeline interconnections with existing natural gas pipeline systems; and a pig launcher facility and mainline valve (MLV) at the LNG terminal, an MLV near the middle of the pipeline, and a pig receiver facility and MLV at the northern pipeline terminus. In addition to the proposed action, this final EIS considers a No Action Alternative, postponement of the proposed action, alternative LNG terminal sites, and alternative pipeline routes. POSITIVE IMPACTS: The project would provide facilities necessary to import, store, and vaporize an average of 1.0 billion cubic feet per day of liquefied natural gas to provide a competitive supply of natural gas to local industrial customers, such as Formosa Hydrocarbons Company and Formosa Plastics Corporation, and other energy-consuming customers in Texas, and deliver natural gas to existing interstate and intrastate natural gas pipelines near Edna, Texas. NEGATIVE IMPACTS: The LNG project would affect 568.9 acres of land and water. Construction of the LNG terminal would affect 73 acres of land and 79.3 acres of Lavaca Bay for the CCND's turning basin and Calhoun Point Comfort's ship berth. The pipeline would traverse mostly open land, including rangeland and farmland, following existing transportation easements and rights-of-way. Pipeline installation would disturb 416.6 acres of land, including 23.8 acres of wetlands, though operation of the new facilities would require only 97.7 acres. Four operational oil and gas wells would lie within 150 feet of the pipeline rights-of-way. Dredging of 4.2 million cubic yards from the bay would result in destruction of benthos and short-term turbidity in the water column. Project facilities would lie within essential fish habitat for three species. An additional 120 LNG ships would navigate the Matagorda Ship and Port Comfort channels, resulting in increased congestion, an increased risk of ship-to-ship collisions, and some disruption of recreational boating in the area. LEGAL MANDATES: Executive Order 10173, Magnuson Fishery Conservation and Management Act of 1976 (16 U.S.C. 1801 et seq.), Maritime Transportation Security Act of 2002 (47 U.S.C. 701), and Ports and Waterways Safety Act of 2002 (33 U.S.C. 1221 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0342D, Volume 30, Number 3. JF - EPA number: 070347, 631 pages, August 8, 2007 PY - 2007 VL - 2 KW - Energy KW - Agency number: FERC/EIS-0197F KW - Bays KW - Channels KW - Dredging KW - Farmlands KW - Fish KW - Fisheries Surveys KW - Fuel Storage KW - Harbor Improvements KW - Harbor Structures KW - Natural Gas KW - Pipelines KW - Ranges KW - Recreation Resources KW - Safety KW - Site Planning KW - Terminal Facilities KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - Gulf of Mexico KW - Lavaca Bay KW - Texas KW - Executive Order 10173, Compliance KW - Magnuson Fishery Conservation and Management Act of 1976, Compliance KW - Maritime Transport Security Act of 2002, Compliance KW - Ports and Waterways Safety Act of 2002, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824498?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-08-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CALHOUN+LNG+TERMINAL+AND+PIPELINE+PROJECT%2C+CALHOUN+COUNTY%2C+TEXAS+%28DOCKET+NOS.+CP05-91-000+AND+CP05-380-000%29.&rft.title=CALHOUN+LNG+TERMINAL+AND+PIPELINE+PROJECT%2C+CALHOUN+COUNTY%2C+TEXAS+%28DOCKET+NOS.+CP05-91-000+AND+CP05-380-000%29.&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 - 2008-04-01 N1 - SuppNotes - Final. Preparation date: August 8, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CALHOUN LNG TERMINAL AND PIPELINE PROJECT, CALHOUN COUNTY, TEXAS (DOCKET NOS. CP05-91-000 AND CP05-380-000). AN - 36342013; 12890 AB - PURPOSE: The construction and operation of an LNG import terminal, including an LNG ship berth and unloading facilities, on the southeastern shoreline of Lavaca Bay, south of Point Comfort, in Calhoun County, Texas is proposed by Point Comfort Pipeline Company. More specifically, the proposed facilities would include a new marine terminal along Lavaca Bay that would include one berth to unload up to 120 LNG ships per year; two single containment LNG storage tanks, each having a normal working volume of 1.0 million barrels; and LNG vaporization and processing equipment. The Calhoun County Navigation District (CCND) is developing plans to augment the existing harbor by dredging a new turning basin at the confluence of the Port Comfort Channel and the Alcoa Industrial Chanel located north and west of the LNG terminal site. This augmentation would encompass construction of Calhoun Point Comfort's new ship berth as well as the CCND's new turning basin and require dredging of 4.2 million cubic yards of material from Lavaca Bay. This activity would be essential to the operation of the Calhoun LNG facilities as Calhoun Point Comfort would use the CCND's turning basin to maneuver its LNG ships. To allow for transport of the imported LNG, the applicant would construct 27.1 miles of 36-inch gas pipeline; 0.25-mile of eight-inch lateral pipeline leading to Formosa Hydrocarbons Company and 0.25-mile of 16-inch lateral leading to the Transco meter station; 10 delivery points/interconnects, including two delivery points with Formosa Hydrocarbons Company and Formosa Plastics Corporation and eight interconnect points for nine pipeline interconnections with existing natural gas pipeline systems; and a pig launcher facility and mainline valve (MLV) at the LNG terminal, an MLV near the middle of the pipeline, and a pig receiver facility and MLV at the northern pipeline terminus. In addition to the proposed action, this final EIS considers a No Action Alternative, postponement of the proposed action, alternative LNG terminal sites, and alternative pipeline routes. POSITIVE IMPACTS: The project would provide facilities necessary to import, store, and vaporize an average of 1.0 billion cubic feet per day of liquefied natural gas to provide a competitive supply of natural gas to local industrial customers, such as Formosa Hydrocarbons Company and Formosa Plastics Corporation, and other energy-consuming customers in Texas, and deliver natural gas to existing interstate and intrastate natural gas pipelines near Edna, Texas. NEGATIVE IMPACTS: The LNG project would affect 568.9 acres of land and water. Construction of the LNG terminal would affect 73 acres of land and 79.3 acres of Lavaca Bay for the CCND's turning basin and Calhoun Point Comfort's ship berth. The pipeline would traverse mostly open land, including rangeland and farmland, following existing transportation easements and rights-of-way. Pipeline installation would disturb 416.6 acres of land, including 23.8 acres of wetlands, though operation of the new facilities would require only 97.7 acres. Four operational oil and gas wells would lie within 150 feet of the pipeline rights-of-way. Dredging of 4.2 million cubic yards from the bay would result in destruction of benthos and short-term turbidity in the water column. Project facilities would lie within essential fish habitat for three species. An additional 120 LNG ships would navigate the Matagorda Ship and Port Comfort channels, resulting in increased congestion, an increased risk of ship-to-ship collisions, and some disruption of recreational boating in the area. LEGAL MANDATES: Executive Order 10173, Magnuson Fishery Conservation and Management Act of 1976 (16 U.S.C. 1801 et seq.), Maritime Transportation Security Act of 2002 (47 U.S.C. 701), and Ports and Waterways Safety Act of 2002 (33 U.S.C. 1221 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0342D, Volume 30, Number 3. JF - EPA number: 070347, 631 pages, August 8, 2007 PY - 2007 KW - Energy KW - Agency number: FERC/EIS-0197F KW - Bays KW - Channels KW - Dredging KW - Farmlands KW - Fish KW - Fisheries Surveys KW - Fuel Storage KW - Harbor Improvements KW - Harbor Structures KW - Natural Gas KW - Pipelines KW - Ranges KW - Recreation Resources KW - Safety KW - Site Planning KW - Terminal Facilities KW - Watersheds KW - Wetlands KW - Wildlife Habitat KW - Gulf of Mexico KW - Lavaca Bay KW - Texas KW - Executive Order 10173, Compliance KW - Magnuson Fishery Conservation and Management Act of 1976, Compliance KW - Maritime Transport Security Act of 2002, Compliance KW - Ports and Waterways Safety Act of 2002, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342013?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-08-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CALHOUN+LNG+TERMINAL+AND+PIPELINE+PROJECT%2C+CALHOUN+COUNTY%2C+TEXAS+%28DOCKET+NOS.+CP05-91-000+AND+CP05-380-000%29.&rft.title=CALHOUN+LNG+TERMINAL+AND+PIPELINE+PROJECT%2C+CALHOUN+COUNTY%2C+TEXAS+%28DOCKET+NOS.+CP05-91-000+AND+CP05-380-000%29.&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 - 2008-04-01 N1 - SuppNotes - Final. Preparation date: August 8, 2007 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - Inferred Presence of Threatened and Endangered Species along Road Projects T2 - 92nd International Joint Annual Meeting of the Ecological Society of America and Society for Ecological Restoration AN - 39452599; 4656396 JF - 92nd International Joint Annual Meeting of the Ecological Society of America and Society for Ecological Restoration AU - Mates-Muchin, Jonathan Y1 - 2007/08/05/ PY - 2007 DA - 2007 Aug 05 KW - Endangered species KW - Rare species KW - Nature conservation KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39452599?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=92nd+International+Joint+Annual+Meeting+of+the+Ecological+Society+of+America+and+Society+for+Ecological+Restoration&rft.atitle=Inferred+Presence+of+Threatened+and+Endangered+Species+along+Road+Projects&rft.au=Mates-Muchin%2C+Jonathan&rft.aulast=Mates-Muchin&rft.aufirst=Jonathan&rft.date=2007-08-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=92nd+International+Joint+Annual+Meeting+of+the+Ecological+Society+of+America+and+Society+for+Ecological+Restoration&rft.issn=&rft_id=info:doi/ L2 - http://eco.confex.com/eco/2007/techprogram/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2007-12-18 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - CIRC-WILLISTON TRANSPORTATION PROJECT, CHITTENDEN COUNTY, VERMONT. AN - 36340841; 12887 AB - PURPOSE: The implementation of roadway improvements within the transportation corridor extending from Interstate 89 (I-89) and the towns of Williston and Essex and the village of Essex Junction in Chittenden County, Vermont is proposed. Existing and projected deficiencies and problems within the corridor include traffic congestion, safety and mobility problems, and excessive truck traffic on local roads. The proposed Circ-Williston Transportation Project has resulted from numerous studies and planning documents regarding the improvement of transportation in and around Williston and Essex that were undertaken at various levels of government since the late 1950s and a more recent scoping and alternatives screening analysis as part of this EIS process. Four alternatives, including a No-Build Alternative are considered in this draft EIS. The preferred alternative (Alternative ?). Each build alternative comprises three to four subalternatives. The VT 2A alternatives involve improvements to Vermont (VT) 2A from I-89 at Exit 12 in Williston to Five Corners in Essex Junction. Varying degrees of roadway widening, as well as intersection and roundabout improvements, are provided by this set of alternatives. The Circ A/B alternatives would involve the construction of a new roadway connecting I-89 in Williston to VT 289 in Essex within the existing Circ A/B rights-of-way. The Circ A/B alternatives would also require the construction of a new bridge over the Winooski River and interchange ramps to connect the new roadway to an existing interchange at the intersection of VT 289 and VT 117. One set of Circ A/B subalternatives would provide for a four-lane limited access highway with a grass media, while the remaining subalternative would provide for a four-lane boulevard-type street with a landscaped median and at-grade intersections. The Hybrid Alternatives would combine widening and intersection improvements on VT 2A with a local street-type roadway in the Circ A rights-of-way from I-89 to Mountain View Road. The Circ Street component would have a diamond interchange with roundabouts at I-89 and at-grade, signalized intersections or roundabouts at other intersections. Circ Street would feature four lanes with a landscaped median from I-89 to US , and two lanes with no median from US 2 to Mountain View Road. POSITIVE IMPACTS: The Circ-Williston Transportation Project would improve access to, from, and, within the project area in northwestern Vermont. The new and/or improved facilities would relieve congestion at intersections and on roadway segment between intersections, improve safety, reduce truck traffic on local roads, and generally improve mobility. Estimated costs of the VT 2A alternatives, the Circ A/B alternatives, and the Hybrid alternatives, respectively, are estimated to range from $50.9 million to $68.3 million, $62.8 million to $89.1 million, and $68.1 million to $90.1 million. NEGATIVE IMPACTS: Some residential and commercial property displacements would occur along VT 2A under the VT 2A and Hybrid alternatives. Depending on the subalternative selected, the project would result in the disturbance of 74.3 to 217.2 acres of vegetation and soil, including 5.1 to 14 acres of highly erodible soils. Rights-of-way development would displace 0.7 to 47 acres of forested land and up to 36.6 acres of wetlands. The VT 2A alternatives could affect the rough avens, a federally protected species, at the crossing of Allen Brook as well as rare bryophytes at the crossing of the Winooski River. The Circ A/B alternatives would displace up to 3.17 acres of deer wintering habitat and sever 28 acres of habitat from a 633-acre deer wintering area. the Hybrid alternatives would displace 3.17 acres of deer wintering habitat. Under the VT 2A alternatives, noise levels within the corridor would exceed federal standards at 60 to 84 sensitive receptors. Three of the four Circ A/B alternatives would result in noise standard violations in the vicinity of 33 to 34 sensitive receptors. The project could have adverse impacts on three to seven properties eligible for inclusion in the National Register of Historic Places, and one alternative would affect archaeologically sensitive sites along VT 2A Visual aesthetics along the build corridors would be degraded, particularly in residential areas. Construction workers wood likely encounter hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Surface Transportation Act of 1982and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 070344, 821 pages and maps, CD-ROM, August 3, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-VT-EIS-07-02-D KW - Air Quality Assessments KW - Bridges KW - Endangered Species (Plants) KW - Erosion KW - Forests KW - Geologic Surveys KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Transportation KW - Transportation Surveys KW - Vegetation KW - Visual Resources KW - Visual Resources Surveys KW - Water Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Vermont KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Surface Transportation Act of 1982, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36340841?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-08-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CIRC-WILLISTON+TRANSPORTATION+PROJECT%2C+CHITTENDEN+COUNTY%2C+VERMONT.&rft.title=CIRC-WILLISTON+TRANSPORTATION+PROJECT%2C+CHITTENDEN+COUNTY%2C+VERMONT.&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 - Draft. Preparation date: August 3, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH LOGAN TO PROVIDENCE TRANSPORTATION CORRIDOR 100 EAST: 300 SOUTH (LOGAN) TO PROVIDENCE PANE (PROVIDENCE), CACHE COUNTY, UTAH. [Part 2 of 2] T2 - SOUTH LOGAN TO PROVIDENCE TRANSPORTATION CORRIDOR 100 EAST: 300 SOUTH (LOGAN) TO PROVIDENCE PANE (PROVIDENCE), CACHE COUNTY, UTAH. AN - 756824634; 12879-070336_0002 AB - PURPOSE: The improvement of 1.2-mile of 100 East Street between 300 South in Logan and Providence Lane (100 North) in Providence, Cache County, Utah is proposed to accommodate land use developments and the mobility needs of the community. The proposed improvements would consist of a new collector road built within an 80-foot rights-of-way. The project would provide for widening of the existing two-lane roadway to a consistent three-lane cross-section, including one travel lane in each direction and a left-turn lane, with shoulders for bicycle lanes and parking, curbs and gutters, parkstrips, and sidewalks. Four alternatives, including a No-Build Alternative (Alternative 1), are considered in detail in this final EIS. Alternative 2 would connect the project termini using existing local roads to the extent practicable. Alternative 3 would connect termini using a direct alignment. Alternative 4 would provide for a combination of alternatives 2 and 3. Two variations were studied in detail for each alternative where alignments would use the existing 100 East local road. Variation A would center the alignment on the existing road alignment, while Variation B would keep the rights-of-way boundary on the east and widen the roadway only to the west. Alternative 2, variation A, results in the least natural and social impacts and best meets the purpose of the project; hence, this alternative and variation have been identified as the locally preferred alternative and variation. The cost of the preferred alternative ranges from $5.8 million to $7.3 million. POSITIVE IMPACTS: The project would meet the priority objectives of the Cache Metropolitan Planning Organization Long Range Transportation Plan, supply immediately needed transportation infrastructure for rapidly developing properties in the corridor, support the economic development strategies of the cities of Logan and Providence, provide an alternative route between these cities, and provide opportunities for new pedestrian, bicycle, and transit routes through the project corridor. Up to 2,731 vehicles would be removed from the average daily traffic of Main Street. Development spurred by the new facility would generate $94.7 million to $118.2 million in tax revenue after 12 years of operation. NEGATIVE IMPACTS: Depending on the alternative selected, the project would result in the disturbance of 5.56 to 7.53 acres of soil, and 0.11 to 0.29 acre of wetlands, and the displacement of one historic site, one to five owner-occupied residences, five rental units, and, perhaps, one business. Property strip acquisitions would affect four to 13 historic sites. The new facility could impinge on the integrity of one neighborhood, would pass in close proximity to five to 19 individual residences, and would visually affect eight to 12 properties. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0119D, Volume 31, Number 1. JF - EPA number: 070336, 366 pages and maps, August 2, 2007 PY - 2007 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-06-02-D KW - Floodplains KW - Highways KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Wetlands KW - Utah 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/756824634?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+LOGAN+TO+PROVIDENCE+TRANSPORTATION+CORRIDOR+100+EAST%3A+300+SOUTH+%28LOGAN%29+TO+PROVIDENCE+PANE+%28PROVIDENCE%29%2C+CACHE+COUNTY%2C+UTAH.&rft.title=SOUTH+LOGAN+TO+PROVIDENCE+TRANSPORTATION+CORRIDOR+100+EAST%3A+300+SOUTH+%28LOGAN%29+TO+PROVIDENCE+PANE+%28PROVIDENCE%29%2C+CACHE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: August 2, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH LOGAN TO PROVIDENCE TRANSPORTATION CORRIDOR 100 EAST: 300 SOUTH (LOGAN) TO PROVIDENCE PANE (PROVIDENCE), CACHE COUNTY, UTAH. [Part 1 of 2] T2 - SOUTH LOGAN TO PROVIDENCE TRANSPORTATION CORRIDOR 100 EAST: 300 SOUTH (LOGAN) TO PROVIDENCE PANE (PROVIDENCE), CACHE COUNTY, UTAH. AN - 756824489; 12879-070336_0001 AB - PURPOSE: The improvement of 1.2-mile of 100 East Street between 300 South in Logan and Providence Lane (100 North) in Providence, Cache County, Utah is proposed to accommodate land use developments and the mobility needs of the community. The proposed improvements would consist of a new collector road built within an 80-foot rights-of-way. The project would provide for widening of the existing two-lane roadway to a consistent three-lane cross-section, including one travel lane in each direction and a left-turn lane, with shoulders for bicycle lanes and parking, curbs and gutters, parkstrips, and sidewalks. Four alternatives, including a No-Build Alternative (Alternative 1), are considered in detail in this final EIS. Alternative 2 would connect the project termini using existing local roads to the extent practicable. Alternative 3 would connect termini using a direct alignment. Alternative 4 would provide for a combination of alternatives 2 and 3. Two variations were studied in detail for each alternative where alignments would use the existing 100 East local road. Variation A would center the alignment on the existing road alignment, while Variation B would keep the rights-of-way boundary on the east and widen the roadway only to the west. Alternative 2, variation A, results in the least natural and social impacts and best meets the purpose of the project; hence, this alternative and variation have been identified as the locally preferred alternative and variation. The cost of the preferred alternative ranges from $5.8 million to $7.3 million. POSITIVE IMPACTS: The project would meet the priority objectives of the Cache Metropolitan Planning Organization Long Range Transportation Plan, supply immediately needed transportation infrastructure for rapidly developing properties in the corridor, support the economic development strategies of the cities of Logan and Providence, provide an alternative route between these cities, and provide opportunities for new pedestrian, bicycle, and transit routes through the project corridor. Up to 2,731 vehicles would be removed from the average daily traffic of Main Street. Development spurred by the new facility would generate $94.7 million to $118.2 million in tax revenue after 12 years of operation. NEGATIVE IMPACTS: Depending on the alternative selected, the project would result in the disturbance of 5.56 to 7.53 acres of soil, and 0.11 to 0.29 acre of wetlands, and the displacement of one historic site, one to five owner-occupied residences, five rental units, and, perhaps, one business. Property strip acquisitions would affect four to 13 historic sites. The new facility could impinge on the integrity of one neighborhood, would pass in close proximity to five to 19 individual residences, and would visually affect eight to 12 properties. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0119D, Volume 31, Number 1. JF - EPA number: 070336, 366 pages and maps, August 2, 2007 PY - 2007 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-06-02-D KW - Floodplains KW - Highways KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Wetlands KW - Utah 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/756824489?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+LOGAN+TO+PROVIDENCE+TRANSPORTATION+CORRIDOR+100+EAST%3A+300+SOUTH+%28LOGAN%29+TO+PROVIDENCE+PANE+%28PROVIDENCE%29%2C+CACHE+COUNTY%2C+UTAH.&rft.title=SOUTH+LOGAN+TO+PROVIDENCE+TRANSPORTATION+CORRIDOR+100+EAST%3A+300+SOUTH+%28LOGAN%29+TO+PROVIDENCE+PANE+%28PROVIDENCE%29%2C+CACHE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: August 2, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ELBA III PROJECT, ELBA ISLAND LIQUEFIED NATURAL GAS IMPORT TERMINAL, SAVANNAH RIVER, GEORGIA (DOCKET NOS. CP06-470-000, CP06-471-000, CP06-472-000, CP06-473-000, CP06-474-000). [Part 2 of 3] T2 - ELBA III PROJECT, ELBA ISLAND LIQUEFIED NATURAL GAS IMPORT TERMINAL, SAVANNAH RIVER, GEORGIA (DOCKET NOS. CP06-470-000, CP06-471-000, CP06-472-000, CP06-473-000, CP06-474-000). AN - 756824429; 12885-070342_0002 AB - PURPOSE: The expansion of an existing liquefied national gas (LNG) import terminal on Elba Island near Savannah in Chatham County, Georgia and the construction of an associated pipeline network in Georgia and South Carolina are proposed by Southern LNG Inc. and Elba Express Company, LLC, both of which are subsidiaries of Southern Natural Gas Company. Southern LNG plans to construct and operate the expansion of its import terminal. The proposed expansion would more than double the terminal's LNG storage capacity by adding 405,000 cubic meters of new storage, substantially increasing the facility's vaporization capacity, upgrading the terminal's send-out meter station to increase natural gas send-out capacity of the facility by an additional 900 million cubic feet per day (MMcfd), and modifying the terminals LNG tanker berthing and unloading facilities to accommodate larger tankers and provide simultaneous unloading of two LNG tankers. All of the proposed facilities would be located entirely within the applicant's 190-acre facility site on Elba Island. The terminal expansion would be implemented in two phases. Phase A would be completed as early as January 2010 and would include: one new 1.25-million-barrel storage tank, with an associated boil-of gas condenser and three boil-off gas compressors; three submerged combustion vaporizers, each having a peak capacity of 180 MMcfd, providing a total peak send-out capacity of 1,755 MMcfd for the full facility; and modifications to the unloading docks to accommodate new, larger LNG tankers and to allow simultaneous unloading of two LNG tankers. The latter modifications to the docks would include the addition of four mooring dolphins, dredging of 72,000 cubic yards of material from the slope at the back of the existing slip, and installation of a sheet pile bulkhead at the back of the slip. Phase B construction, which would be completed in 2012, would provide one new 1.25-million-barrel storage tank and three submerged combustion vaporizers , each with a peak capacity of 180 MMcfd, providing an incremental peak send-out capacity of 2,115 MMcfd for the full facility at the completion of Phase B. To take advantage of the expanded terminal capacity, Elba Express would construct and operate 187 miles of new natural gas pipeline and appurtenant facilities in Georgia and South Carolina. The pipeline would be constructed in two phases, extending between an interconnection with Southern LNG near Port Wentworth, Georgia and an interconnection with Transcontinental Gas Pipeline Corporation in Anderson County, South Carolina. The first phase, to be placed in service no later than July 201, providing a design capacity of 945 MMcfd, would consist of 104.8 miles of42-inch pipeline extending from Port Wentworth to the existing SNG Wrens Compressor Station in Jefferson County, Georgia and 72.3 miles of 26-inch pipeline extending from Wrens to interconnections with Transco in Hart County, Georgia and Anderson County, South Carolina. The second phase would also involve construction of operation of a new 10,000-horsepower compressor station near Mille, Georgia, where Southern LNG currently operates other aboveground facilities. The compressor station would increase the pipeline design capacity by 230 MMcfd to a total of 1,175 MMcfd; the new facilities would be placed in service in January 2013. In addition to the applicant's proposal, this final EIS evaluated alternatives, including alternative energy sources, systems alternatives, alternative sites for the LNG import terminal, alternative designs, and pipeline alternatives. POSITIVE IMPACTS: By increasing terminal and pipeline delivery capacities of cooperating companies, the project would increase the volume of and efficiency by which LNG can be imported, gasified, and delivered to markets along the East Coast and throughout the South. Construction job rolls would be substantial, and operations job rolls would not be insignificant. NEGATIVE IMPACTS: Since the expansion of the terminal facilities would take place entirely within the existing terminal site, impacts would be limited to destruction of benthos and degradation of water quality due to sediment releases during dredging and disposal operations, slight alteration of port hydraulics and hydrology, and temporary disturbance of a total or 213 acres in and around the terminal site. The pipeline would traverse 72 miles of prime farmland and 80 miles of soil characterized by inherent limitations for restoration, five major aquifer systems, 161 perennial streams, 180 intermittent streams, and five major rivers. The pipeline project would affect 941 acres of upland forest, 562 acres of planted pine plantation, 735 acres of open land, and two managed wildlife areas protecting sensitive species. Pipeline construction activities would disturb 237 acres of wetlands, including 106 acres of forested wetlands, and 48 acres of wetland would remain permanently disturbed. The overall project could affect numerous federally protected species or candidate species. A total of 69 private water wells would lie within 150 feet of the terminal or the pipeline, and one water intake would lie within three miles downstream of a waterbody crossing along the pipeline. A total of 295 cultural resource sites have been located within the pipeline rights-of-way. Approximately 171 miles of pipeline would lie with area in which a pipeline leak or explosion could result in an immediate public health emergency. The pipeline would mar visual aesthetics in areas near aboveground facilities. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Maritime Transportation Security Act of 2002 (46 U.S.C. 701), Natural Gas Act (15 U.S.C. 717 f(c)), and Ports and Waterways Safety Act of 1972 (33 U.S.C. 1221 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 070342, 822 pages, August 2, 2007 PY - 2007 VL - 2 KW - Energy KW - Agency number: FERC/EIS-0207F KW - Coastal Zones KW - Creeks KW - Cultural Resources KW - Dredging KW - Employment KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Fisheries Surveys KW - Forests KW - Fuel Storage KW - Harbor Structures KW - Harbors KW - Natural Gas KW - Pipelines KW - Pumping Plants KW - Recreation Resources KW - Rivers KW - Safety KW - Soils KW - Terminal Facilities KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Georgia KW - Savannah River KW - South Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Maritime Transportation Security Act of 2002, Compliance KW - Natural Gas Act, Certificates of Pubic Convenience and Necessity KW - Ports and Waterways Safety Act of 2002, Compliance KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824429?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELBA+III+PROJECT%2C+ELBA+ISLAND+LIQUEFIED+NATURAL+GAS+IMPORT+TERMINAL%2C+SAVANNAH+RIVER%2C+GEORGIA+%28DOCKET+NOS.+CP06-470-000%2C+CP06-471-000%2C+CP06-472-000%2C+CP06-473-000%2C+CP06-474-000%29.&rft.title=ELBA+III+PROJECT%2C+ELBA+ISLAND+LIQUEFIED+NATURAL+GAS+IMPORT+TERMINAL%2C+SAVANNAH+RIVER%2C+GEORGIA+%28DOCKET+NOS.+CP06-470-000%2C+CP06-471-000%2C+CP06-472-000%2C+CP06-473-000%2C+CP06-474-000%29.&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 - 2008-04-01 N1 - SuppNotes - Final. Preparation date: August 2, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ELBA III PROJECT, ELBA ISLAND LIQUEFIED NATURAL GAS IMPORT TERMINAL, SAVANNAH RIVER, GEORGIA (DOCKET NOS. CP06-470-000, CP06-471-000, CP06-472-000, CP06-473-000, CP06-474-000). [Part 1 of 3] T2 - ELBA III PROJECT, ELBA ISLAND LIQUEFIED NATURAL GAS IMPORT TERMINAL, SAVANNAH RIVER, GEORGIA (DOCKET NOS. CP06-470-000, CP06-471-000, CP06-472-000, CP06-473-000, CP06-474-000). AN - 756824414; 12885-070342_0001 AB - PURPOSE: The expansion of an existing liquefied national gas (LNG) import terminal on Elba Island near Savannah in Chatham County, Georgia and the construction of an associated pipeline network in Georgia and South Carolina are proposed by Southern LNG Inc. and Elba Express Company, LLC, both of which are subsidiaries of Southern Natural Gas Company. Southern LNG plans to construct and operate the expansion of its import terminal. The proposed expansion would more than double the terminal's LNG storage capacity by adding 405,000 cubic meters of new storage, substantially increasing the facility's vaporization capacity, upgrading the terminal's send-out meter station to increase natural gas send-out capacity of the facility by an additional 900 million cubic feet per day (MMcfd), and modifying the terminals LNG tanker berthing and unloading facilities to accommodate larger tankers and provide simultaneous unloading of two LNG tankers. All of the proposed facilities would be located entirely within the applicant's 190-acre facility site on Elba Island. The terminal expansion would be implemented in two phases. Phase A would be completed as early as January 2010 and would include: one new 1.25-million-barrel storage tank, with an associated boil-of gas condenser and three boil-off gas compressors; three submerged combustion vaporizers, each having a peak capacity of 180 MMcfd, providing a total peak send-out capacity of 1,755 MMcfd for the full facility; and modifications to the unloading docks to accommodate new, larger LNG tankers and to allow simultaneous unloading of two LNG tankers. The latter modifications to the docks would include the addition of four mooring dolphins, dredging of 72,000 cubic yards of material from the slope at the back of the existing slip, and installation of a sheet pile bulkhead at the back of the slip. Phase B construction, which would be completed in 2012, would provide one new 1.25-million-barrel storage tank and three submerged combustion vaporizers , each with a peak capacity of 180 MMcfd, providing an incremental peak send-out capacity of 2,115 MMcfd for the full facility at the completion of Phase B. To take advantage of the expanded terminal capacity, Elba Express would construct and operate 187 miles of new natural gas pipeline and appurtenant facilities in Georgia and South Carolina. The pipeline would be constructed in two phases, extending between an interconnection with Southern LNG near Port Wentworth, Georgia and an interconnection with Transcontinental Gas Pipeline Corporation in Anderson County, South Carolina. The first phase, to be placed in service no later than July 201, providing a design capacity of 945 MMcfd, would consist of 104.8 miles of42-inch pipeline extending from Port Wentworth to the existing SNG Wrens Compressor Station in Jefferson County, Georgia and 72.3 miles of 26-inch pipeline extending from Wrens to interconnections with Transco in Hart County, Georgia and Anderson County, South Carolina. The second phase would also involve construction of operation of a new 10,000-horsepower compressor station near Mille, Georgia, where Southern LNG currently operates other aboveground facilities. The compressor station would increase the pipeline design capacity by 230 MMcfd to a total of 1,175 MMcfd; the new facilities would be placed in service in January 2013. In addition to the applicant's proposal, this final EIS evaluated alternatives, including alternative energy sources, systems alternatives, alternative sites for the LNG import terminal, alternative designs, and pipeline alternatives. POSITIVE IMPACTS: By increasing terminal and pipeline delivery capacities of cooperating companies, the project would increase the volume of and efficiency by which LNG can be imported, gasified, and delivered to markets along the East Coast and throughout the South. Construction job rolls would be substantial, and operations job rolls would not be insignificant. NEGATIVE IMPACTS: Since the expansion of the terminal facilities would take place entirely within the existing terminal site, impacts would be limited to destruction of benthos and degradation of water quality due to sediment releases during dredging and disposal operations, slight alteration of port hydraulics and hydrology, and temporary disturbance of a total or 213 acres in and around the terminal site. The pipeline would traverse 72 miles of prime farmland and 80 miles of soil characterized by inherent limitations for restoration, five major aquifer systems, 161 perennial streams, 180 intermittent streams, and five major rivers. The pipeline project would affect 941 acres of upland forest, 562 acres of planted pine plantation, 735 acres of open land, and two managed wildlife areas protecting sensitive species. Pipeline construction activities would disturb 237 acres of wetlands, including 106 acres of forested wetlands, and 48 acres of wetland would remain permanently disturbed. The overall project could affect numerous federally protected species or candidate species. A total of 69 private water wells would lie within 150 feet of the terminal or the pipeline, and one water intake would lie within three miles downstream of a waterbody crossing along the pipeline. A total of 295 cultural resource sites have been located within the pipeline rights-of-way. Approximately 171 miles of pipeline would lie with area in which a pipeline leak or explosion could result in an immediate public health emergency. The pipeline would mar visual aesthetics in areas near aboveground facilities. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Maritime Transportation Security Act of 2002 (46 U.S.C. 701), Natural Gas Act (15 U.S.C. 717 f(c)), and Ports and Waterways Safety Act of 1972 (33 U.S.C. 1221 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 070342, 822 pages, August 2, 2007 PY - 2007 VL - 1 KW - Energy KW - Agency number: FERC/EIS-0207F KW - Coastal Zones KW - Creeks KW - Cultural Resources KW - Dredging KW - Employment KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Fisheries Surveys KW - Forests KW - Fuel Storage KW - Harbor Structures KW - Harbors KW - Natural Gas KW - Pipelines KW - Pumping Plants KW - Recreation Resources KW - Rivers KW - Safety KW - Soils KW - Terminal Facilities KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Georgia KW - Savannah River KW - South Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Maritime Transportation Security Act of 2002, Compliance KW - Natural Gas Act, Certificates of Pubic Convenience and Necessity KW - Ports and Waterways Safety Act of 2002, Compliance KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824414?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELBA+III+PROJECT%2C+ELBA+ISLAND+LIQUEFIED+NATURAL+GAS+IMPORT+TERMINAL%2C+SAVANNAH+RIVER%2C+GEORGIA+%28DOCKET+NOS.+CP06-470-000%2C+CP06-471-000%2C+CP06-472-000%2C+CP06-473-000%2C+CP06-474-000%29.&rft.title=ELBA+III+PROJECT%2C+ELBA+ISLAND+LIQUEFIED+NATURAL+GAS+IMPORT+TERMINAL%2C+SAVANNAH+RIVER%2C+GEORGIA+%28DOCKET+NOS.+CP06-470-000%2C+CP06-471-000%2C+CP06-472-000%2C+CP06-473-000%2C+CP06-474-000%29.&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 - 2008-04-01 N1 - SuppNotes - Final. Preparation date: August 2, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ELBA III PROJECT, ELBA ISLAND LIQUEFIED NATURAL GAS IMPORT TERMINAL, SAVANNAH RIVER, GEORGIA (DOCKET NOS. CP06-470-000, CP06-471-000, CP06-472-000, CP06-473-000, CP06-474-000). [Part 3 of 3] T2 - ELBA III PROJECT, ELBA ISLAND LIQUEFIED NATURAL GAS IMPORT TERMINAL, SAVANNAH RIVER, GEORGIA (DOCKET NOS. CP06-470-000, CP06-471-000, CP06-472-000, CP06-473-000, CP06-474-000). AN - 756824412; 12885-070342_0003 AB - PURPOSE: The expansion of an existing liquefied national gas (LNG) import terminal on Elba Island near Savannah in Chatham County, Georgia and the construction of an associated pipeline network in Georgia and South Carolina are proposed by Southern LNG Inc. and Elba Express Company, LLC, both of which are subsidiaries of Southern Natural Gas Company. Southern LNG plans to construct and operate the expansion of its import terminal. The proposed expansion would more than double the terminal's LNG storage capacity by adding 405,000 cubic meters of new storage, substantially increasing the facility's vaporization capacity, upgrading the terminal's send-out meter station to increase natural gas send-out capacity of the facility by an additional 900 million cubic feet per day (MMcfd), and modifying the terminals LNG tanker berthing and unloading facilities to accommodate larger tankers and provide simultaneous unloading of two LNG tankers. All of the proposed facilities would be located entirely within the applicant's 190-acre facility site on Elba Island. The terminal expansion would be implemented in two phases. Phase A would be completed as early as January 2010 and would include: one new 1.25-million-barrel storage tank, with an associated boil-of gas condenser and three boil-off gas compressors; three submerged combustion vaporizers, each having a peak capacity of 180 MMcfd, providing a total peak send-out capacity of 1,755 MMcfd for the full facility; and modifications to the unloading docks to accommodate new, larger LNG tankers and to allow simultaneous unloading of two LNG tankers. The latter modifications to the docks would include the addition of four mooring dolphins, dredging of 72,000 cubic yards of material from the slope at the back of the existing slip, and installation of a sheet pile bulkhead at the back of the slip. Phase B construction, which would be completed in 2012, would provide one new 1.25-million-barrel storage tank and three submerged combustion vaporizers , each with a peak capacity of 180 MMcfd, providing an incremental peak send-out capacity of 2,115 MMcfd for the full facility at the completion of Phase B. To take advantage of the expanded terminal capacity, Elba Express would construct and operate 187 miles of new natural gas pipeline and appurtenant facilities in Georgia and South Carolina. The pipeline would be constructed in two phases, extending between an interconnection with Southern LNG near Port Wentworth, Georgia and an interconnection with Transcontinental Gas Pipeline Corporation in Anderson County, South Carolina. The first phase, to be placed in service no later than July 201, providing a design capacity of 945 MMcfd, would consist of 104.8 miles of42-inch pipeline extending from Port Wentworth to the existing SNG Wrens Compressor Station in Jefferson County, Georgia and 72.3 miles of 26-inch pipeline extending from Wrens to interconnections with Transco in Hart County, Georgia and Anderson County, South Carolina. The second phase would also involve construction of operation of a new 10,000-horsepower compressor station near Mille, Georgia, where Southern LNG currently operates other aboveground facilities. The compressor station would increase the pipeline design capacity by 230 MMcfd to a total of 1,175 MMcfd; the new facilities would be placed in service in January 2013. In addition to the applicant's proposal, this final EIS evaluated alternatives, including alternative energy sources, systems alternatives, alternative sites for the LNG import terminal, alternative designs, and pipeline alternatives. POSITIVE IMPACTS: By increasing terminal and pipeline delivery capacities of cooperating companies, the project would increase the volume of and efficiency by which LNG can be imported, gasified, and delivered to markets along the East Coast and throughout the South. Construction job rolls would be substantial, and operations job rolls would not be insignificant. NEGATIVE IMPACTS: Since the expansion of the terminal facilities would take place entirely within the existing terminal site, impacts would be limited to destruction of benthos and degradation of water quality due to sediment releases during dredging and disposal operations, slight alteration of port hydraulics and hydrology, and temporary disturbance of a total or 213 acres in and around the terminal site. The pipeline would traverse 72 miles of prime farmland and 80 miles of soil characterized by inherent limitations for restoration, five major aquifer systems, 161 perennial streams, 180 intermittent streams, and five major rivers. The pipeline project would affect 941 acres of upland forest, 562 acres of planted pine plantation, 735 acres of open land, and two managed wildlife areas protecting sensitive species. Pipeline construction activities would disturb 237 acres of wetlands, including 106 acres of forested wetlands, and 48 acres of wetland would remain permanently disturbed. The overall project could affect numerous federally protected species or candidate species. A total of 69 private water wells would lie within 150 feet of the terminal or the pipeline, and one water intake would lie within three miles downstream of a waterbody crossing along the pipeline. A total of 295 cultural resource sites have been located within the pipeline rights-of-way. Approximately 171 miles of pipeline would lie with area in which a pipeline leak or explosion could result in an immediate public health emergency. The pipeline would mar visual aesthetics in areas near aboveground facilities. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Maritime Transportation Security Act of 2002 (46 U.S.C. 701), Natural Gas Act (15 U.S.C. 717 f(c)), and Ports and Waterways Safety Act of 1972 (33 U.S.C. 1221 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 070342, 822 pages, August 2, 2007 PY - 2007 VL - 3 KW - Energy KW - Agency number: FERC/EIS-0207F KW - Coastal Zones KW - Creeks KW - Cultural Resources KW - Dredging KW - Employment KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Fisheries Surveys KW - Forests KW - Fuel Storage KW - Harbor Structures KW - Harbors KW - Natural Gas KW - Pipelines KW - Pumping Plants KW - Recreation Resources KW - Rivers KW - Safety KW - Soils KW - Terminal Facilities KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Georgia KW - Savannah River KW - South Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Maritime Transportation Security Act of 2002, Compliance KW - Natural Gas Act, Certificates of Pubic Convenience and Necessity KW - Ports and Waterways Safety Act of 2002, Compliance KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824412?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELBA+III+PROJECT%2C+ELBA+ISLAND+LIQUEFIED+NATURAL+GAS+IMPORT+TERMINAL%2C+SAVANNAH+RIVER%2C+GEORGIA+%28DOCKET+NOS.+CP06-470-000%2C+CP06-471-000%2C+CP06-472-000%2C+CP06-473-000%2C+CP06-474-000%29.&rft.title=ELBA+III+PROJECT%2C+ELBA+ISLAND+LIQUEFIED+NATURAL+GAS+IMPORT+TERMINAL%2C+SAVANNAH+RIVER%2C+GEORGIA+%28DOCKET+NOS.+CP06-470-000%2C+CP06-471-000%2C+CP06-472-000%2C+CP06-473-000%2C+CP06-474-000%29.&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 - 2008-04-01 N1 - SuppNotes - Final. Preparation date: August 2, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH LOGAN TO PROVIDENCE TRANSPORTATION CORRIDOR 100 EAST: 300 SOUTH (LOGAN) TO PROVIDENCE PANE (PROVIDENCE), CACHE COUNTY, UTAH. AN - 36341884; 12879 AB - PURPOSE: The improvement of 1.2-mile of 100 East Street between 300 South in Logan and Providence Lane (100 North) in Providence, Cache County, Utah is proposed to accommodate land use developments and the mobility needs of the community. The proposed improvements would consist of a new collector road built within an 80-foot rights-of-way. The project would provide for widening of the existing two-lane roadway to a consistent three-lane cross-section, including one travel lane in each direction and a left-turn lane, with shoulders for bicycle lanes and parking, curbs and gutters, parkstrips, and sidewalks. Four alternatives, including a No-Build Alternative (Alternative 1), are considered in detail in this final EIS. Alternative 2 would connect the project termini using existing local roads to the extent practicable. Alternative 3 would connect termini using a direct alignment. Alternative 4 would provide for a combination of alternatives 2 and 3. Two variations were studied in detail for each alternative where alignments would use the existing 100 East local road. Variation A would center the alignment on the existing road alignment, while Variation B would keep the rights-of-way boundary on the east and widen the roadway only to the west. Alternative 2, variation A, results in the least natural and social impacts and best meets the purpose of the project; hence, this alternative and variation have been identified as the locally preferred alternative and variation. The cost of the preferred alternative ranges from $5.8 million to $7.3 million. POSITIVE IMPACTS: The project would meet the priority objectives of the Cache Metropolitan Planning Organization Long Range Transportation Plan, supply immediately needed transportation infrastructure for rapidly developing properties in the corridor, support the economic development strategies of the cities of Logan and Providence, provide an alternative route between these cities, and provide opportunities for new pedestrian, bicycle, and transit routes through the project corridor. Up to 2,731 vehicles would be removed from the average daily traffic of Main Street. Development spurred by the new facility would generate $94.7 million to $118.2 million in tax revenue after 12 years of operation. NEGATIVE IMPACTS: Depending on the alternative selected, the project would result in the disturbance of 5.56 to 7.53 acres of soil, and 0.11 to 0.29 acre of wetlands, and the displacement of one historic site, one to five owner-occupied residences, five rental units, and, perhaps, one business. Property strip acquisitions would affect four to 13 historic sites. The new facility could impinge on the integrity of one neighborhood, would pass in close proximity to five to 19 individual residences, and would visually affect eight to 12 properties. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0119D, Volume 31, Number 1. JF - EPA number: 070336, 366 pages and maps, August 2, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-06-02-D KW - Floodplains KW - Highways KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Wetlands KW - Utah 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/36341884?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+LOGAN+TO+PROVIDENCE+TRANSPORTATION+CORRIDOR+100+EAST%3A+300+SOUTH+%28LOGAN%29+TO+PROVIDENCE+PANE+%28PROVIDENCE%29%2C+CACHE+COUNTY%2C+UTAH.&rft.title=SOUTH+LOGAN+TO+PROVIDENCE+TRANSPORTATION+CORRIDOR+100+EAST%3A+300+SOUTH+%28LOGAN%29+TO+PROVIDENCE+PANE+%28PROVIDENCE%29%2C+CACHE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: August 2, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ELBA III PROJECT, ELBA ISLAND LIQUEFIED NATURAL GAS IMPORT TERMINAL, SAVANNAH RIVER, GEORGIA (DOCKET NOS. CP06-470-000, CP06-471-000, CP06-472-000, CP06-473-000, CP06-474-000). AN - 36341472; 12885 AB - PURPOSE: The expansion of an existing liquefied national gas (LNG) import terminal on Elba Island near Savannah in Chatham County, Georgia and the construction of an associated pipeline network in Georgia and South Carolina are proposed by Southern LNG Inc. and Elba Express Company, LLC, both of which are subsidiaries of Southern Natural Gas Company. Southern LNG plans to construct and operate the expansion of its import terminal. The proposed expansion would more than double the terminal's LNG storage capacity by adding 405,000 cubic meters of new storage, substantially increasing the facility's vaporization capacity, upgrading the terminal's send-out meter station to increase natural gas send-out capacity of the facility by an additional 900 million cubic feet per day (MMcfd), and modifying the terminals LNG tanker berthing and unloading facilities to accommodate larger tankers and provide simultaneous unloading of two LNG tankers. All of the proposed facilities would be located entirely within the applicant's 190-acre facility site on Elba Island. The terminal expansion would be implemented in two phases. Phase A would be completed as early as January 2010 and would include: one new 1.25-million-barrel storage tank, with an associated boil-of gas condenser and three boil-off gas compressors; three submerged combustion vaporizers, each having a peak capacity of 180 MMcfd, providing a total peak send-out capacity of 1,755 MMcfd for the full facility; and modifications to the unloading docks to accommodate new, larger LNG tankers and to allow simultaneous unloading of two LNG tankers. The latter modifications to the docks would include the addition of four mooring dolphins, dredging of 72,000 cubic yards of material from the slope at the back of the existing slip, and installation of a sheet pile bulkhead at the back of the slip. Phase B construction, which would be completed in 2012, would provide one new 1.25-million-barrel storage tank and three submerged combustion vaporizers , each with a peak capacity of 180 MMcfd, providing an incremental peak send-out capacity of 2,115 MMcfd for the full facility at the completion of Phase B. To take advantage of the expanded terminal capacity, Elba Express would construct and operate 187 miles of new natural gas pipeline and appurtenant facilities in Georgia and South Carolina. The pipeline would be constructed in two phases, extending between an interconnection with Southern LNG near Port Wentworth, Georgia and an interconnection with Transcontinental Gas Pipeline Corporation in Anderson County, South Carolina. The first phase, to be placed in service no later than July 201, providing a design capacity of 945 MMcfd, would consist of 104.8 miles of42-inch pipeline extending from Port Wentworth to the existing SNG Wrens Compressor Station in Jefferson County, Georgia and 72.3 miles of 26-inch pipeline extending from Wrens to interconnections with Transco in Hart County, Georgia and Anderson County, South Carolina. The second phase would also involve construction of operation of a new 10,000-horsepower compressor station near Mille, Georgia, where Southern LNG currently operates other aboveground facilities. The compressor station would increase the pipeline design capacity by 230 MMcfd to a total of 1,175 MMcfd; the new facilities would be placed in service in January 2013. In addition to the applicant's proposal, this final EIS evaluated alternatives, including alternative energy sources, systems alternatives, alternative sites for the LNG import terminal, alternative designs, and pipeline alternatives. POSITIVE IMPACTS: By increasing terminal and pipeline delivery capacities of cooperating companies, the project would increase the volume of and efficiency by which LNG can be imported, gasified, and delivered to markets along the East Coast and throughout the South. Construction job rolls would be substantial, and operations job rolls would not be insignificant. NEGATIVE IMPACTS: Since the expansion of the terminal facilities would take place entirely within the existing terminal site, impacts would be limited to destruction of benthos and degradation of water quality due to sediment releases during dredging and disposal operations, slight alteration of port hydraulics and hydrology, and temporary disturbance of a total or 213 acres in and around the terminal site. The pipeline would traverse 72 miles of prime farmland and 80 miles of soil characterized by inherent limitations for restoration, five major aquifer systems, 161 perennial streams, 180 intermittent streams, and five major rivers. The pipeline project would affect 941 acres of upland forest, 562 acres of planted pine plantation, 735 acres of open land, and two managed wildlife areas protecting sensitive species. Pipeline construction activities would disturb 237 acres of wetlands, including 106 acres of forested wetlands, and 48 acres of wetland would remain permanently disturbed. The overall project could affect numerous federally protected species or candidate species. A total of 69 private water wells would lie within 150 feet of the terminal or the pipeline, and one water intake would lie within three miles downstream of a waterbody crossing along the pipeline. A total of 295 cultural resource sites have been located within the pipeline rights-of-way. Approximately 171 miles of pipeline would lie with area in which a pipeline leak or explosion could result in an immediate public health emergency. The pipeline would mar visual aesthetics in areas near aboveground facilities. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Maritime Transportation Security Act of 2002 (46 U.S.C. 701), Natural Gas Act (15 U.S.C. 717 f(c)), and Ports and Waterways Safety Act of 1972 (33 U.S.C. 1221 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 070342, 822 pages, August 2, 2007 PY - 2007 KW - Energy KW - Agency number: FERC/EIS-0207F KW - Coastal Zones KW - Creeks KW - Cultural Resources KW - Dredging KW - Employment KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Fisheries Surveys KW - Forests KW - Fuel Storage KW - Harbor Structures KW - Harbors KW - Natural Gas KW - Pipelines KW - Pumping Plants KW - Recreation Resources KW - Rivers KW - Safety KW - Soils KW - Terminal Facilities KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Georgia KW - Savannah River KW - South Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Maritime Transportation Security Act of 2002, Compliance KW - Natural Gas Act, Certificates of Pubic Convenience and Necessity KW - Ports and Waterways Safety Act of 2002, Compliance KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36341472?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-08-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELBA+III+PROJECT%2C+ELBA+ISLAND+LIQUEFIED+NATURAL+GAS+IMPORT+TERMINAL%2C+SAVANNAH+RIVER%2C+GEORGIA+%28DOCKET+NOS.+CP06-470-000%2C+CP06-471-000%2C+CP06-472-000%2C+CP06-473-000%2C+CP06-474-000%29.&rft.title=ELBA+III+PROJECT%2C+ELBA+ISLAND+LIQUEFIED+NATURAL+GAS+IMPORT+TERMINAL%2C+SAVANNAH+RIVER%2C+GEORGIA+%28DOCKET+NOS.+CP06-470-000%2C+CP06-471-000%2C+CP06-472-000%2C+CP06-473-000%2C+CP06-474-000%29.&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 - 2008-04-01 N1 - SuppNotes - Final. Preparation date: August 2, 2007 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - The Postmortem Distribution of Vardenafil (Levitra registered ) in an Aviation Accident Victim with an Unusually High Blood Concentration AN - 21061837; 8612608 AB - Vardenafil (Levitra) is one of the most widely prescribed treatments for erectile dysfunction. This report presents a rapid and reliable method for the identification and quantification of vardenafil in postmortem fluids and tissues, applies this method to a postmortem case, and describes the distribution of vardenafil in various fluids and tissues. This procedure utilizes sildenafil-d8, which is structurally closely related to vardenafil, as an internal standard for more accurate and reliable quantitation. The method incorporates solid-phase extraction and liquid chromatography-tandem mass spectrometry (MS) and MS-MS-MS utilizing an atmospheric pressure chemical ionization ion trap MS in the positive chemical ionization mode. Solid-phase extraction proved to be exceptionally efficient providing recoveries that ranged from 94% to 97%. The limit of detection for vardenafil was determined to be 0.19 ng/mL. The linear dynamic range for this compound was 0.39-200 ng/mL. This method was successfully applied to postmortem fluid and tissue specimens obtained from an aviation accident victim. The distribution of vardenafil in various fluids and tissues and the unusually high concentration of vardenafil in the victim's blood are examined. JF - Journal of Analytical Toxicology AU - Johnson, R D AU - Lewis, R J AU - Angier, M K AD - Civil Aerospace Medical Institute, Federal Aviation Administration, Analytical Toxicology and Accident Research Laboratory, AAM-610, CAMI Building, 6500 S. MacArthur Blvd., Oklahoma City, Oklahoma 73169-6901, USA Y1 - 2007/08// PY - 2007 DA - Aug 2007 SP - 328 EP - 333 VL - 31 IS - 6 SN - 0146-4760, 0146-4760 KW - Toxicology Abstracts KW - Blood KW - Accidents KW - Atmospheric pressure KW - Ionization KW - Quantitation KW - Mass spectroscopy KW - Blood levels KW - X 24300:Methods UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/21061837?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Atoxicologyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+Analytical+Toxicology&rft.atitle=The+Postmortem+Distribution+of+Vardenafil+%28Levitra+registered+%29+in+an+Aviation+Accident+Victim+with+an+Unusually+High+Blood+Concentration&rft.au=Johnson%2C+R+D%3BLewis%2C+R+J%3BAngier%2C+M+K&rft.aulast=Johnson&rft.aufirst=R&rft.date=2007-08-01&rft.volume=31&rft.issue=6&rft.spage=328&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 - 2008-11-01 N1 - Last updated - 2015-03-27 N1 - SubjectsTermNotLitGenreText - Blood; Accidents; Atmospheric pressure; Quantitation; Ionization; Mass spectroscopy; Blood levels ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 3 of 5] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 756824567; 12824-070324_0003 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the airspace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this final EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Airport and Airway Safety and Capacity Expansion Act of 1987, Executive Order 12898, and Federal Aviation Act of 1958 (49 U.S.C. 40101 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0002D, Volume 30, Number 1. JF - EPA number: 070324, Final EIS--361 pages, Figures--187 pages (oversize), CD-ROM, July 27, 2007 PY - 2007 VL - 3 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Environmental Justice KW - Impact Assessment Methodology KW - Minorities KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Airport and Airway Safety and Capacity Expansion Act of 1987, Project Authorization KW - Executive Order 12898, Compliance KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824567?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: July 27, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 5 of 5] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 756824496; 12824-070324_0005 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the airspace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this final EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Airport and Airway Safety and Capacity Expansion Act of 1987, Executive Order 12898, and Federal Aviation Act of 1958 (49 U.S.C. 40101 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0002D, Volume 30, Number 1. JF - EPA number: 070324, Final EIS--361 pages, Figures--187 pages (oversize), CD-ROM, July 27, 2007 PY - 2007 VL - 5 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Environmental Justice KW - Impact Assessment Methodology KW - Minorities KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Airport and Airway Safety and Capacity Expansion Act of 1987, Project Authorization KW - Executive Order 12898, Compliance KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824496?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: July 27, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 4 of 5] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 756824442; 12824-070324_0004 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the airspace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this final EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Airport and Airway Safety and Capacity Expansion Act of 1987, Executive Order 12898, and Federal Aviation Act of 1958 (49 U.S.C. 40101 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0002D, Volume 30, Number 1. JF - EPA number: 070324, Final EIS--361 pages, Figures--187 pages (oversize), CD-ROM, July 27, 2007 PY - 2007 VL - 4 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Environmental Justice KW - Impact Assessment Methodology KW - Minorities KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Airport and Airway Safety and Capacity Expansion Act of 1987, Project Authorization KW - Executive Order 12898, Compliance KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824442?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: July 27, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 1 of 5] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 756824436; 12824-070324_0001 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the airspace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this final EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Airport and Airway Safety and Capacity Expansion Act of 1987, Executive Order 12898, and Federal Aviation Act of 1958 (49 U.S.C. 40101 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0002D, Volume 30, Number 1. JF - EPA number: 070324, Final EIS--361 pages, Figures--187 pages (oversize), CD-ROM, July 27, 2007 PY - 2007 VL - 1 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Environmental Justice KW - Impact Assessment Methodology KW - Minorities KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Airport and Airway Safety and Capacity Expansion Act of 1987, Project Authorization KW - Executive Order 12898, Compliance KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824436?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: July 27, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 2 of 5] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 756824405; 12824-070324_0002 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the airspace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this final EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Airport and Airway Safety and Capacity Expansion Act of 1987, Executive Order 12898, and Federal Aviation Act of 1958 (49 U.S.C. 40101 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0002D, Volume 30, Number 1. JF - EPA number: 070324, Final EIS--361 pages, Figures--187 pages (oversize), CD-ROM, July 27, 2007 PY - 2007 VL - 2 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Environmental Justice KW - Impact Assessment Methodology KW - Minorities KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Airport and Airway Safety and Capacity Expansion Act of 1987, Project Authorization KW - Executive Order 12898, Compliance KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824405?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: July 27, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - DENTON TO CARROLLTON REGIONAL RAIL CORRIDOR, DENTON AND DALLAS COUNTIES, TEXAS. AN - 36350638; 12827 AB - PURPOSE: The implementation of rapid rail system improvements within the Denton to Carrollton Regional Rail corridor in Denton and Dallas counties, Texas is proposed to serve the cities of Carrollton, Lewisville, Highland Village, Hickory Creek, Lake Dallas, Corinth, and Denton in Dallas and Dallas and Denton counties. The rapid transit system would help resolve transportation problems associated with constrained road capacity, particularly in the north-south direction along Interstate 35E (I-35E). Currently I-35E experiences severe congestion levels in both the morning and evening peak periods south of Lake Lewisville. This trend is expected to continue and worsen even with the planned expansion along the I-35E corridor, which will result in severe disruption of the corridor during construction and for which the proposed rail line could provide mitigation as a significant alternative to the travel corridor. Three alternatives, including a No Action-Build and transportation system management (TSM) alternatives, are considered in this draft EIS. The build alternative would involve the construction of a 21-mile regional rail project extending from the Dallas Area Rapid Transit (DART) Trinity Mills light rail station in north Carrollton to downtown Denton. Capital costs of the No-Build, TSM, and build alternatives are estimated at $25.75 million, $41.9 million, and $316.6 million, respectively. Respective annual operation and maintenance costs are estimated at $8.0 million, $13.1 million, and $21.7 million. POSITIVE IMPACTS: The build alternative would provide connections to major activity centers, employment centers, community resources, and a regional transit service provided by the Denton County Transportation Authority and DART. Moreover, this regional rail alternative would increase mobility in the congested corridor and provide an alternative to single-occupation vehicles by providing multi-modal transportation opportunities for residents and commuters. The geographic coverage of public transportation within the study area and throughout the region would improved substantially via the connect with the DART system in Carrollton. NEGATIVE IMPACTS: Rights-of-way development related to station construction for the proposed rail alternative would result in the displacement of three commercial units. Three residences would be exposed to noise levels in excess of federal standards. Moderate noise impacts would be expected at 137 single-family residences and 13 multifamily residences. Relocations and noise and vibration impacts related to operation of the rail system could disproportionately affect low-income and minority communities. Three historic properties in direct proximity to the Denton station and one historically significant through-truss bridge northwest of West Frankford Road would be affected, and one archeological site could be disturbed. Twelve park sites would be affected, and rail structures would affect visual aesthetics between Hickory Boulevard and downtown Denton A total of 13 federally protected species could lose habitat due to project developments. The project would result in direct impacts to 33 jurisdictional waters of the U.S., including 10 wetlands. 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: 070327, Draft EIS--521 pages and maps, Appendices--477 pages and maps, July 27, 2007 PY - 2007 KW - Roads and Railroads KW - Archaeological Sites KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Visual Resources KW - Wetlands KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - 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/36350638?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DENTON+TO+CARROLLTON+REGIONAL+RAIL+CORRIDOR%2C+DENTON+AND+DALLAS+COUNTIES%2C+TEXAS.&rft.title=DENTON+TO+CARROLLTON+REGIONAL+RAIL+CORRIDOR%2C+DENTON+AND+DALLAS+COUNTIES%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Fort Worth, Texas; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Draft. Preparation date: July 27, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 36 CORRIDOR PROJECT, DENVER METROPOLITAN AREA, COLORADO. AN - 36350613; 12823 AB - PURPOSE: The implementation of multimodal transportation improvements in the US 36 corridor between Interstate 25 (I-25) in Adams County and Foothills Parkway/Table Mesa Drive in Boulder, Colorado is proposed. The study area includes portions of several communities in the northwest Denver metropolitan area. This segment of US 36 currently consists of four main through lanes along the majority of the corridor and 10 major interchanges (Broadway, Pecos Street, Federal Boulevard, Sheridan Boulevard/92nd Avenue, Church Ranch Boulevard/104th Avenue, Wadsworth Parkway, East/West Flatiron Circle, 96th Street/Interlocken Loop, McCaslin Boulevard, and Foothills Parkway/Table Mesa Drive). As congestion increases along the corridor, the level of service has declined significantly, particularly during morning and evening peak hours. Improvements under consideration include general purpose travel lanes, high-occupancy vehicle (HOV) lanes, express lanes, bus improvements, new arterial lanes, and bicycle facilities. These options have been organized into two build alternative, which this EIS addresses along with a No-Build Alternative, known as Package 1. Package 2 would provide a additional capacity in the express lanes. Through the use of dynamic pricing, these lanes would be used for congestion management. Primary components of this package would include two barrier-separated express lanes in each direction from I-25 to McCaslin Boulevard; one buffer-separated lane in each direction between McCaslin Boulevard and Cherryvale Road, median bus rapid transit (BRT) stations to expedite the boarding and alighting of passengers, and dedicated bikeway. Package 4 (Package 3 has been dropped from consideration) would provide for one additional general purpose lane in each direction from I-25 to McCaslin Boulevard, one buffer-separated BRT/HOV lane from I-25 to Cherryvale Road, median BRT stations, acceleration or deceleration lanes at some locations, and a dedicated bikeway. Estimated implementation costs for packages 2 and 4 are $2.3 billion and 2.1 billion, respectively. POSITIVE IMPACTS: The multimodal improvement would increase trip capacity within the corridor by modernizing and expanding US 36, expand local and regional access, resolve significant congestion problems for the near and foreseeable future, expand mode of travel options, and provide for efficient public transit service. The project would ease access to and from the communities of Denver, Westminster, Broomfield, Louisville, Superior, and Boulder, as well as unincorporated Adams, Jefferson, Denver, and Boulder counties. NEGATIVE IMPACTS: Build packages would result in the displacement of 182 or 183 residences, and 129 to 135 businesses, 24.5 to 32.1 acres of wetlands, and 43 to 53 acres of parkland, including a portion of Rotary Park in t he Adams segment. In addition, four trail crossings would be affected. The greatest loss of private property would occur in the Adams segment due to constrained rights-of-way in that portion of the corridor. Four structures eligible for inclusion in the National Register of Historic Places would be affected. Habitat for two federally protected species, Pebble's meadow jumping mouse and Ute ladies'-tresses orchid, would be taken. Traffic-generated noise levels under either alternative would exceed federal standards at 126 residential receptor sites in 2030. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 070323, Volume I--874 pages, Volume II--799 pages and maps, CD-ROM, July 27, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-07-01-D KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350613?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.title=US+36+CORRIDOR+PROJECT%2C+DENVER+METROPOLITAN+AREA%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Draft. Preparation date: July 27, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36350264; 12824 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the airspace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this final EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Airport and Airway Improvements Act of 1982 (P.L. 97-248), Airport and Airway Safety and Capacity Expansion Act of 1987, Executive Order 12898, and Federal Aviation Act of 1958 (49 U.S.C. 40101 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0002D, Volume 30, Number 1. JF - EPA number: 070324, Final EIS--361 pages, Figures--187 pages (oversize), CD-ROM, July 27, 2007 PY - 2007 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Environmental Justice KW - Impact Assessment Methodology KW - Minorities KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Airport and Airway Improvements Act of 1982, as amended, Project Authorization KW - Airport and Airway Safety and Capacity Expansion Act of 1987, Project Authorization KW - Executive Order 12898, Compliance KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350264?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: July 27, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - UNIVERSITY CORRIDOR FIXED GUIDEWAY IN HOUSTON, HARRIS COUNTY, TEXAS. AN - 36346622; 12826 AB - PURPOSE: The construction of a fixed guideway project to improve transit service in the University Corridor of the Metropolitan Transit Authority of Harris County, Texas (METRO) is proposed. The authority's service area, which lies within the Houston metropolitan area, continues to increase in population and employment opportunities, while the traffic capacity of the existing roadway system has remained stagnant, resulting in increased travel times, delays, and excessive air pollutant emissions. This situation has also placed significant limitations on economic development. Congestion is particularly heavy along the corridor under consideration, which includes US 59, Richmond Avenue, and Westpark Drive. This draft EIS considers a No-Build Alternative, which would implement all transportation facilities and services programmed for implementation by 2030, as well as build alternatives, consisting of a new fixed guideway rapid transit line extending from Hillcroft Transit Center to either the University of Houston's Central Campus or the Eastwood Transit Center. The entire build project would lie within the city of Houston. The guideway alignment would extend approximately 10 miles and utilize METRO-owned Westpark rights-of-way and existing roadways. The project would connect to the existing METRORail Red Line at Wheeler Station. The transit technologies studies in this EIS process include light rail transit (LRT) and an initial Bus Rail Transit (BRT) system that could be converted to LRT in the future. BRT-convertible technology is presented as an interim solution, with ultimate conversion to LRT when warranted by ridership and development. BRT and LRT are part of a broader family of high capacity transit technologies referred to as guided rapid transit. In addition to the No-Build Alternatives, the BRT-convertible alternative, and the LRT alternative, this EIS considers a transportation systems management alternative. POSITIVE IMPACTS: The guided rapid transit system would maximize regional transit system connectivity between the University Corridor and major activity centers and destinations; increase transit ridership in the corridor, helping to reduce traffic congestion on corridor freeways and thoroughfares and contributing to the reduction in mobile sources of pollutant emissions; support public and private economic development and neighborhood revitalization efforts; provide transportation solutions that avoid disruption to neighborhoods, commercial districts, and historic areas within the corridor; provide cost-effect and achievable transportation solutions for the corridor; and serve a diverse population within the study areas. NEGATIVE IMPACTS: Though little land would be taken, rights-of-way development within the densely developed corridor would result in the displacement of numerous residences, businesses, religious organizations, government offices, and historic structures. Four historic district eligible for inclusion in the National Register of Historic Places would be affected. Though not rights-of-way would be required from parks or recreation areas along the parks, indirect impacts, primarily consisting of visual intrusions, would be numerous and significant. The project would traverse an area in violation for federal standards for ozone levels, though, as mentioned above, the project should contribute to the amelioration of air quality in the corridor. Certain LRT or BRT routes alternatives would result in noise levels that exceed federal standards; up to 133 sensitive receptors could be affected. LRT operations would cause vibration impacts to some residences. Construction workers could encounter up to 285 hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 070326, Draft EIS--477 pages, Appendices--336 pages, July 27, 2007 PY - 2007 KW - Roads and Railroads KW - Air Quality Standards Violations KW - Hazardous Wastes KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Noise Standards Violations KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Texas KW - Department of Transportation Act of 1966, Compliance 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/36346622?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-07-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=UNIVERSITY+CORRIDOR+FIXED+GUIDEWAY+IN+HOUSTON%2C+HARRIS+COUNTY%2C+TEXAS.&rft.title=UNIVERSITY+CORRIDOR+FIXED+GUIDEWAY+IN+HOUSTON%2C+HARRIS+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 - 2008-04-01 N1 - SuppNotes - Draft. Preparation date: July 27, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LOS BANOS BYPASS, STATE ROUTE 152 IN MERCED COUNTY BEGINNING NEAR VOLTA ROAD WEST OF LOS BANOS, BYPASSING LOS BANOS, AND ENDING NEAR THE SANTA FE GRADE ROAD, SANTA CLARA AND SANTA CRUZ, COUNTIES, CALIFORNIA. AN - 36341131; 12818 AB - PURPOSE: The construction of a four-lane bypass to carry State Route (SR) 152 traffic around Los Banos in Santa Clara and Santa Cruz counties, California is proposed. Existing SH 152 through Los Banos constitutes the only remaining undivided segment of the route between the Merced/Santa Clara county line on the west and SR 99 on the east. Congestion on SR 152 in Los Banos continues to increase as the city grows and interregional traffic increases, and 18 intersections have accident rates at least twice the state average. Three build alternatives and a No-Build Alternative are considered in this final EIS. Two alignments would pass the city to the south, while the remaining alignment would bypass the city to the north. All build alternatives would begin at approximately Mile Post (MP) 16 west of Volta Road and end at MP 24.8 east of the Santa Fe Grade Road. Interchanges for each alternative would be located at MP 17 near Bruenig/Ramos Road, SR 165, and Santa Fe Grade Road. Alternative 1M would proceed southeast from a western interchange, cross Pioneer and Ortigalita roads, curve east to run parallel to and 1,723 feet north of Copa de Ora Avenue, cross Ward Road, and curve northeast to end at existing SR 152 just beyond Mp 23.9. Alternative 2M would be similar to Alternative 1M on both the west and east ends, with interchanges at the same locations; however, Alternative 2M would run parallel to and north of Copa de Ora Avenue at a distance of approximately 3,697 feet. Alternative 3M, which has been identified as the preferred alternative, would proceed northeastward from a western interchange and cross Badger Flat Road, range 2,055 to 2,266 feet south of Henry Mille Road, turn southwest to run between the Saint Luis and Santa Fe canals, and terminate at an interchange near Santa Fe Grade Road. Estimated cost of alternatives 1M 2M, and 3M are $408 million, $370 million, and $391 million, respectively. POSITIVE IMPACTS: The proposed bypass would ease the flow of interregional traffic around Los Banos and improve local traffic circulation within the city. The facility would improve the route continuity of SR 152 by replacing the last two-lane segment in the area and enhance safety on the facility. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 17 or 37 residences and one to four businesses. In addition the project would displace of 537 to 691 acres of farmland, up to 2.9 acres of wetlands, 0.2 to 3.1 acres of garter snake habitat and 400 to 525 acres of habitat for Joaquin kit fox, Sainson's hawk, greater sandhill crane, and burrowing owl. Alternative 1M and 2M would affect a portion of the Gadwall Unit of the Northern Grasslands Wildlife Area, resulting in loss of wildlife habitat, change in and loss of direct access to SR 152, rerouting of irrigation water and drainage channels, increased noise levels and stormwater runoff, and degradation of visual aesthetics. Alternatives 3M would cross a railway. Alternatives 1M and 2M would result in traffic-generated noise levels in excess of federal standards at two sensitive receptor sites, and 14, 11 and 4 sensitive receptors would experience noise increases of at least 12 decibels for Alternatives 1M, 2M, and 3M, respectively. One o two hazardous waste sites could be encountered by construction workers. 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 05-0424D, Volume 29, Number 3. JF - EPA number: 070318, Final EIS--361 pages and maps, Comments and Responses--547 pages, July 26, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-02-F KW - Biologic Assessments KW - Birds KW - Endangered Species (Animals) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Irrigation KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wildlife Habitat KW - Wildlife Management KW - Wetlands KW - California KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, NODES Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36341131?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-07-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOS+BANOS+BYPASS%2C+STATE+ROUTE+152+IN+MERCED+COUNTY+BEGINNING+NEAR+VOLTA+ROAD+WEST+OF+LOS+BANOS%2C+BYPASSING+LOS+BANOS%2C+AND+ENDING+NEAR+THE+SANTA+FE+GRADE+ROAD%2C+SANTA+CLARA+AND+SANTA+CRUZ%2C+COUNTIES%2C+CALIFORNIA.&rft.title=LOS+BANOS+BYPASS%2C+STATE+ROUTE+152+IN+MERCED+COUNTY+BEGINNING+NEAR+VOLTA+ROAD+WEST+OF+LOS+BANOS%2C+BYPASSING+LOS+BANOS%2C+AND+ENDING+NEAR+THE+SANTA+FE+GRADE+ROAD%2C+SANTA+CLARA+AND+SANTA+CRUZ%2C+COUNTIES%2C+CALIFORNIA.&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: July 26, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-93 EXIT 4A INTERCHANGE STUDY, DERRY-LONDONDERRY, ROCKINGHAM COUNTY, NEW HAMPSHIRE. AN - 36346533; 12817 AB - PURPOSE: The construction of an interchange (Exit 4A) between exits 4 and 5 on I-93 in the Derry/Londonderry area of Rockingham County, New Hampshire is proposed. I-93 is a principal arterial roadway and part of the National Highway System, providing a vital link between southern New Hampshire and the greater Boston area as well as access to recreational areas in northern New Hampshire. Two exits, Exit 4 at New Hampshire (NH) Route 102 and Exit 5 at ND 28, both in Londonderry, provide access to and from the I-93 corridor. Currently, traffic on NH 102 in downtown Derry is overly congested, particularly during morning and evening peak hours. Six alternatives, including a No-Build Alternative, are considered in this draft EIS. Of the five build alternatives, four would involve the construction of a new interchange with I-93 and the fifth, an upgrade alternative, would improve a section of NH 102. The towns of Derry and Londonderry have identified one of the new interchange build alternatives (Alternative A) as their preferred alternative. The project would involve the construction of a new diamond interchange one mile north of existing Exit 4 that would receive traffic from, and direct traffic to, the east side of I-93; construction of one mile of new four-lane connector roadway across undeveloped land to Folsom Road near its intersection with North High Street; and reconstruction and improvement of 1.6 miles of roadway, including sections of North High Street, Folsom Road, and Tsienneto Road as well as sections of Franklin Street Extension, NH 28, Pinkerton Street, NH 28 Bypass, and NH 102. Roadway improvements would generally include the addition of turning lanes, through traffic lanes, and traffic signals, as well as minor changes in road way geometry. POSITIVE IMPACTS: The completion of a new Exit 4A and associated roadway improvements would reduce through traffic in downtown Derry to acceptable levels. Downtown businesses would benefit from reduced through traffic as the downtown area would become safer and more attractive to shoppers and pedestrians. With an alternate access to the interstate, business owners would have a greater incentive to invest in the downtown area in response to the increased accessibility of the area and the increased mobility within the area. In addition, a new interchange between exits 4 and 5 would facilitate development on currently undeveloped commercially or industrially zoned land near I-93 between the two exits. The value of this land would be greatly enhanced by a direct connection to I-93, and the increased tax base created by both the enhanced land values and, more importantly, the resulting development would result in increased tax revenues, relieving the tax burden on residents of both Derry and Londonderry. NEGATIVE IMPACTS: The project would require the acquisition of 52 acres of new rights-of-way, resulting in the displacement of three residences and 10 commercial properties and an annual local property tax revenue loss of $113,540. Stormwater runoff modeling indicates that the preferred alternative would result in exceedances of federal standards for copper at least seven discharge points. Stream crossings would cause bank and bottom disturbances at six crossings. Approximately 0.4 acre of floodplain would be affected, and 3.36 acres of wetlands, including five vernal pools, would be displaced. One 216-acre tract of valuable, functioning wildlife habitat between I-93 and Franklin Street Extension would be bisected, resulting the direct loss of 23.5 acres of habitat and the fragmentation of the remaining habitat. Three acres of habitat preferred by a candidate species for federal protection, the New England cottontail rabbit, would be lost. Traffic-generated noise levels would exceed federal standards at 16 sensitive receptor sites. The alignment would traverse 0.7 acre of land with high potential for containing archaeological resource sites. Construction workers could encounter two hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 070317, Draft EIS--432 pages and maps, Map Supplement--145 pages (oversize, July 25, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-NH-EIS-07-01-D KW - Endangered Species (Animals) KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - New Hampshire KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346533?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-07-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-93+EXIT+4A+INTERCHANGE+STUDY%2C+DERRY-LONDONDERRY%2C+ROCKINGHAM+COUNTY%2C+NEW+HAMPSHIRE.&rft.title=I-93+EXIT+4A+INTERCHANGE+STUDY%2C+DERRY-LONDONDERRY%2C+ROCKINGHAM+COUNTY%2C+NEW+HAMPSHIRE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Concord, New Hampshire; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Draft. Preparation date: July 25, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 73, FROM I-19 TO FUTURE INTERSTATE 74, DILLON AND MARLBOROUGH COUNTIES, SOUTH CAROLINA AND RICHMOND AND SCOTT COUNTIES, NORTH CAROLINA. AN - 36340357; 12816 AB - PURPOSE: The construction of a segment of Interstate 73 (I-73) on new alignment in northeastern South Carolina is proposed. Through the portion of the project to be addressed in this EIS process is located in South Carolina, the project study area extends northwest from I-95 and is bounded by the North Carolina/South Carolina state line to the east, by a line just north of future I-73/74 in North Carolina, and to the west by the eastern edge of the Great Pee Dee River floodplain. The project would extend from I-95 in Dillon County and through Marlboro County in South Carolina and into Richmond County, North Carolina, terminating at I-74 in Richmond County. The typical roadway section would accommodate a six-lane facility with corridors for future rail lines and allowances for frontage roads where necessary. The initial facility would accommodate two traffic lanes in each direction. In the future, when traffic volumes increased to a pint at which additional lanes were necessary to maintain an acceptable level of service, an additional lane in each direction would be added within the median. A 400-foot rights-of-way would be acquired where frontage roads were necessary. Where frontage roads were not required, a 300-foot rights-of-way would be acquired. Three alternative alignments and a No-Build Alternative are considered in this draft EIS. The action alternatives vary in length from 36.8 to 40.6 miles. These alternatives would have interchanges at I-95, State Route (SR) 34, SR 381 or SR 9, US 15/401, SR 79, or SR 9, and I-71. The preferred alternative (Alternative 2), which extends 36.8 miles, was selected as it would have the least impact on wetlands and farmland, the lowest cost, and the fewest residential and business relocations. Construction cost for the preferred alternative is estimated at $1.08 billion. POSITIVE IMPACTS: The new segment of freeway would provide an interstate link between the southernmost proposed segment of I-73 (between I-95 and the Myrtle Beach area) ad the North Carolina I-73/74 corridor, to serve residents, businesses, and travelers while fulfilling congressional intent in an environmentally responsible and community-sensitive manner. The project would promote economic development in Richmond, Scotland, Marlboro, and Dillon counties and provide a corridor for future rail connections. NEGATIVE IMPACTS: Rights-of-way development under the preferred alternative would result in the displacement of 35 residences and six businesses, 1,505 acres of farmland, 114.3 acres of wetlands, 8,143 linear feet of stream at 24 stream crossings, 1,800.8 acres of upland wildlife habitat, and 25 acres of floodplain. Approximately 804.9 acres within the corridor would have a high potential for containing archaeological values. The facility would traverse four rail lines and two natural gas pipelines. Eight communities populated by minority and/or low income residents would suffer disproportionately from community disruptions cause by construction and use of the freeway. Construction workers would encounter one hazardous waste site. LEGAL MANDATES: Executive Order 12898, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 070316, 621 pages and maps, July 24, 2007 PY - 2007 KW - Roads and Railroads KW - Archaeological Sites KW - Bridges KW - Creeks KW - Environmental Justice KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Minorities KW - Railroads KW - Relocations-Property Acquisitions KW - Rivers KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - North Carolina KW - South Carolina KW - Executive Order 12898, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36340357?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-07-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+73%2C+FROM+I-19+TO+FUTURE+INTERSTATE+74%2C+DILLON+AND+MARLBOROUGH+COUNTIES%2C+SOUTH+CAROLINA+AND+RICHMOND+AND+SCOTT+COUNTIES%2C+NORTH+CAROLINA.&rft.title=INTERSTATE+73%2C+FROM+I-19+TO+FUTURE+INTERSTATE+74%2C+DILLON+AND+MARLBOROUGH+COUNTIES%2C+SOUTH+CAROLINA+AND+RICHMOND+AND+SCOTT+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbia, South Carolina; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Draft. Preparation date: July 24, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MID-JORDAN TRANSIT CORRIDOR, SALT LAKE COUNTY, UTAH. AN - 36346479; 12814 AB - PURPOSE: The construction and operation of a light-rail transit (LRT) project for the Mid-Jordan Transit Corridor in the southwest portion of Salt Lake County, Utah are proposed. The study area lies in the southwest quadrant of the Salt Lake Valley, consisting of the cities of Murray, Midvale, West Jordan, and South Jordan and including a planned community, the Daybreak Development. Several studies have identified this area as having need for significantly improved public transportation, particularly of the High Capacity Transit variety. The proposed LRT services would be provided between the Mid-Jordan Transit Corridor, serving the Midvale, Murry, West Jordan, South Jordan, and Daybreak Development, and Salt Lake City. Nine new LRT stations would be provided, one each at Bingham Junction, Midvale, Gardner Village, Redwood, West Jordan City Center, 2700 West, Bangerter, 4800 West, 5600 West, Daybreak North, and Daybreak South. The project would involve construction of 10.1 miles of new track parallel to the single-track of the Bingham Branch of the Union Pacific Railroad from the existing North/South TRAX LRT line at the existing 6400 Station to approximately 5600 West, where the line would turn south into the new Daybreak Development. Reconstruction/relation of the existing single-track of the Bingham Branch would also be required to ensure that the LRT and the railroad freight trains would be on separate tracks. In addition to the proposed action, this final EIS considers a No Action Alternative and an enhanced bus service alternative. Estimated cost of the LRT alternative is $452.7 million. POSITIVE IMPACTS: The LRT extension would accommodate a portion of the existing and projected travel demand through the year 2025 along the study corridor in the rapidly growing southwest quadrant of the Salt Lake Valley, thereby increasing transit ridership in the Salt Lake City area and decreasing the use of vehicular transport, which causes traffic congestion, particularly during peak hours. Regional air quality and noise levels along road corridors would also improve significantly. NEGATIVE IMPACTS: Land acquisition requirements at station sties would result in the displacement of three residential and seven commercial structures housing eight businesses. The LRT line would cross the 100-eyar floodplain at three locations. Rights-of-way clearance would displace 174 acres of mostly disturbed vegetation and 0.32 acres of wetlands. Five archaeological sites and two historic sites could be adversely affected, and noise levels in the vicinity of Green Meadow Park would be increased. A planned trail along the Birmingham Branch could be affected. System operational noise would exceed federal standards at 41 sensitive residential receptor sites; and additional 13 sites would experience significant noise increases. Vibratory impacts would affect 55 properties. Overhead structures would mar visual aesthetics along the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0657D, Volume 29, Number 4. JF - EPA number: 070314, 401 pages and maps, July 20, 2007 PY - 2007 KW - Roads and Railroads KW - Archaeological Sites KW - Floodplains KW - Historic Sites KW - Noise Standards Violations KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Vegetation KW - Visual Resources KW - Wetlands KW - Utah KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346479?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-07-20&rft.volume=&rft.issue=&rft.spage=&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 Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: July 20, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - EUREKA - ARCATA ROUTE 101 CORRIDOR IMPROVEMENT PROJECT, HUMBOLDT COUNTY, CALIFORNIA. AN - 36342504; 12777 AB - PURPOSE: The improvement of State Route (SR) 101 between Eureka and Arcata in Humboldt County, California is proposed. Project corridor termini are the Slough Bridge in Eureka and the Eleventh Street overcrossing in Arcata. Major project features could include closing roadway median crossings, constructing an interchange at Indianola Cutoff, replacing or widening Jacoby Creek and Gannon Slough bridges, and realigning and signalizing the SR 101/Airport Road intersection. Four alternatives, including a No-Build Alternative, are considered in this draft EIS. Build Alternative 1 would resurface, restore, and rehabilitate the existing facilities and implement median closures to prevent unsafe crossing movements. Build Alternative 2 would include all of the elements of Build Alternative 1 and would also provide for the construction of an interchange at the Indianola Cutoff. Build Alternative 3 would include all of the elements of Build Alternative 2 and would also provide a signalized intersection at Airport Road POSITIVE IMPACTS: The roadway improvements would improve safety, reduce operational conflicts and delays, rehabilitate the roadway to meet current traffic engineering design standards as feasible, and extend the pavement service life of the roadway. Uncontrolled crossing movements and left-turn and left merge traffic movements would be eliminated. Alternative 3 would result in a substantial decrease in fuel consumption. NEGATIVE IMPACTS: Rights-of-way acquisition would result in the displacement of four to 15.4 acres of wetlands. Moderate to substantial tree removal would be necessary under all alternatives. Bridge construction and use of the tidal gates associated with the bridges would result in minor adverse effects on tidewater goby and salmonid species, both of which are of federally recognized concern. Construction impacts and impacts from the use of the roadway, such as noise and the degradation of ambient air quality, would disproportionately affect minority and low-income residents in the vicinity of the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 070275, 612 PAGES, June 29, 2007 PY - 2007 KW - Roads and Railroads KW - Bridges KW - Creeks KW - Endangered Species (Animals) KW - Fish KW - Highways KW - Highway Structures KW - Environmental Justice KW - Minorities KW - Noise Assessments KW - Transportation KW - Vegetation KW - Vegetation Surveys KW - Wetlands KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342504?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-06-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EUREKA+-+ARCATA+ROUTE+101+CORRIDOR+IMPROVEMENT+PROJECT%2C+HUMBOLDT+COUNTY%2C+CALIFORNIA.&rft.title=EUREKA+-+ARCATA+ROUTE+101+CORRIDOR+IMPROVEMENT+PROJECT%2C+HUMBOLDT+COUNTY%2C+CALIFORNIA.&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 - Draft. Preparation date: June 29, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CONSTRUCTION AND OPERATION EXEMPTION: RAIL LINE BETWEEN LEBAN AND SALINA, SANPETE, SEVIER, AND JUAB COUNTIES, UTAH (DOCKET NO. 34075). AN - 36341413; 12774 AB - PURPOSE: The construction and operation of a 43-mile rail line in Sanpete, Sevier, and Juab counties, Utah is proposed by the Six Counties Association of Governments to allow for the efficient transfer of coal from Leban to a coal transfer facility near Salina. The project, known as the Central Utah Rail Project, would begin at the connection with the Union Pacific Railroad (UPRR) mainline track near Juab, 16 miles south of Nephi, and terminate at a point 0.5 mile southwest of Salina. A portion of the rail line would cross segments of public lands administered by the Bureau of Land Management, requiring the Bureau to grant a right-of-way to the applicant. The rail line would provide access to local industries, primarily a coal mine owned by Southern Utah Fuel Company located 30 miles east of Salina. Due to an absence of rail access, these industries currently move all goods by truck. Other than Juab's access to the nearby UPRR line, no rail service exists in this part of Utah. Business in the counties of Sanpete and Sevier must rely exclusively on trucks for freight transportation. Three alternatives, including a No Action Alternative (Alternative A), are considered in this draft EIS. The applicant's proposal, which is the preferred alternative (Alternative B), would provide for a rail line running in a north-south direction. The line would pass near the Sevier Bridge Reservoir through portions of Juab County and continue south through a valley east of the Pahvant Range and the Valley Mountains and west of the San Pitch Mountains (also known as the Gunnison Plateau). The alignment would cross Sevier Bridge Reservoir at Yuba Narrows, south of the Yuba Lake Recreation Area. The alignment would continue southward along the western edge of a marshy area south of the reservoir. South of the reservoir, the line would continue along the western edge of the agricultural areas in Sevier County roughly parallel to, but east of, a existing high-voltage transmission line. It would then veer to the south-southeast and then south toward the Sanpete-Sevier county line and eventually arrive at the Salina industrial park. The line would consist of a single track, except at the northern interchange yard south of Nephi near Juab and the load-out facility in Salina. The line would carry one round trip per day, involving 100 to 110 cars. In addition to coal shipments, the applicant anticipates the railway to carry smaller quantities of petroleum products, lumber, nonmetallic minerals, wallboard, and plaster. Alternative C would have a slightly different alignment. POSITIVE IMPACTS: The proposed railway would allow industries to access rail transportation for bulk movement of commodities to and from the area, providing a more cost-efficient means of freight movement. The rail line would decrease freight transportation energy use in the corridor from 2,832 million British thermal units (Btu) per day to 1,301 million Btu per day. The line would also reduce the level of heavy truck traffic on state highways and city streets not designed for such vehicles. NEGATIVE IMPACTS: The preferred alternative would result in the displacement of 538 acres of mixed-vegetation habitat, 43.1 acres of irrigated farmland, 8.9 acres of non-irrigated farmland, and 4.23 animal unit months of livestock forage. The project would disturb 163.5 acres of wetlands, 16 acres of floodplain, and 174 acres of groundwater recharge area. The line would cross 85 ephemeral drainages. Approximately 1.3 million cubic yards of borrow material would be required. Rights-of-way development would affect 27 archaeological sites, 16 historic sites, and two multi-component sites. Eleven acres of the Yuba Lake Recreation Area would be affected. LEGAL MANDATES: Federal Land Policy and Management Act of 1976 (43 U.S.C. 1701 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Termination Act of 1995 (P.L. 104-88) JF - EPA number: 070272, 871 pages, June 29, 2007 PY - 2007 KW - Roads and Railroads KW - Archaeological Sites KW - Bridges KW - Creeks KW - Cultural Resources Assessments KW - Farmlands KW - Floodplains KW - Grazing KW - Historic Sites KW - Livestock KW - Railroad Structures KW - Railroads KW - Ranges KW - Recreation Resources KW - Transportation KW - Vegetation KW - Visual Resources Surveys KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Utah KW - Federal Land Policy and Management Act of 1976, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - Termination Act of 1995, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36341413?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-06-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+AND+OPERATION+EXEMPTION%3A+RAIL+LINE+BETWEEN+LEBAN+AND+SALINA%2C+SANPETE%2C+SEVIER%2C+AND+JUAB+COUNTIES%2C+UTAH+%28DOCKET+NO.+34075%29.&rft.title=CONSTRUCTION+AND+OPERATION+EXEMPTION%3A+RAIL+LINE+BETWEEN+LEBAN+AND+SALINA%2C+SANPETE%2C+SEVIER%2C+AND+JUAB+COUNTIES%2C+UTAH+%28DOCKET+NO.+34075%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Draft. Preparation date: June 29, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PLACER PARKWAY CORRIDOR PRESERVATION, SUTTER AND PLACER COUNTIES, CALIFORNIA. AN - 36341010; 12780 AB - PURPOSE: The selection and acquisition of transportation rights-of-way within a 14.2- to 16.2-mile corridor for the future construction of Placer Parkway, a proposed east-west roadway linking State Route (SR) 65 and SR 70/99 in Sutter and Placer counties, California are proposed in this first tier draft programmatic EIS. Placer Parkway has been established as a high-priority regional transportation facility in the Sacramento Council of Governments' 2005 Metropolitan Transportation Plan and the 2027 Placer County Regional Transportation Plan. The rights-of-way to be acquired would be a 500- to 1,000-foot-wide corridor within which a four- to six-lane parkway would be constructed. The 500-foot-wide sections would traverse the eastern and western segments of the corridor, while the 1,000-foot-wide section would lie between Pleasant Grove Road and Fiddyment Road, which is the central segment. Construction of the parkway would be subject to a separate environmental review. This EIS considers five alternative alignments and a No-Build Alternative. The selected corridor would contain the roadway, including the median, travel lanes, shoulders, associated access ramps, and a no-development buffer zone. Access to the parkway would be provided at its western and eastern ends, where existing areas of dense development are already located or planned. Access would be restricted for the seven-mile segment between Pleasant Grove Road and Fiddyment Road. Interchanges would be provided via SR 65 at Whitney Ranch Parkway, Foothills Boulevard, Fiddyment Road, one or two locations to be determined in southern Sutter County, and SR 70/99 at a point 0.5 mile north of Riego Road or at Sankey Road. POSITIVE IMPACTS: The Placer Parkway would reduce anticipated congestion on both the local and regional road transportation system and advance the economic development goals established for southwestern Placer County and southern Sutter County. NEGATIVE IMPACTS: Acquisition of 1,672 to 1,918 acres of rights-of-way would displace 676.5 to 990 acres of farmland, including prime farmland, as well as 4.8 to 12.3 acres of riparian land, 269 to 370 acres of floodplain, 28 to 35.8 acres of wetlands, 107 to 127 acres of vernal pools. The rights-of-way would bisect 26 to 35 parcels of farmland. Impacts to federally protected species would include the loss of degradation of 268 to 340 acres of habitat for the garter snake, 3.3 to 7.9 acres of nesting habitat for Swainson's hawk and white-tailed kite, 759 to 10,244 acres of foraging habitat for Swainson's hawk, and 1.2 to 1.9 acres of valley elderberry longhorn beetle habitat. The parkway would increase impervious area by 622 to 745 acres within the corridor, increasing runoff and reducing percolation. The project could affect Reclamation District No. 1000 Rural Historic District, which is eligible for inclusion in the national Register of Historic Places. Three of the alternatives would also affect three other properties that might be eligible for inclusion in the Register. Traffic-generated noise levels associated with the parkway would exceed federal standards at one or two existing residences and an unknown number of residences within proposed residential developments. Construction workers would encounter three or four hazardous waste sites. Construction emissions would exceed local air quality standards for volatile organic compounds, nitrogen oxides, and particulate matter. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 070278, Draft EIS--598 pages and maps, Appendices, 377 pages, June 29, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-CS-EIS-07-46-D KW - Air Quality Standards Violations KW - Birds KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Insects KW - Nitrogen Oxides KW - Noise Standards Violations KW - Particulates KW - Section 4(f) Statements KW - Volatile Organic Compounds KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Districts KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36341010?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-06-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PLACER+PARKWAY+CORRIDOR+PRESERVATION%2C+SUTTER+AND+PLACER+COUNTIES%2C+CALIFORNIA.&rft.title=PLACER+PARKWAY+CORRIDOR+PRESERVATION%2C+SUTTER+AND+PLACER+COUNTIES%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Draft. Preparation date: June 29, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW U.S. COMMERCIAL PORT OF ENTRY AND BORDER STATION, ROUTE I-91, DERBY LINE, VERMONT. [Part 1 of 1] T2 - NEW U.S. COMMERCIAL PORT OF ENTRY AND BORDER STATION, ROUTE I-91, DERBY LINE, VERMONT. AN - 756824481; 12770-070268_0001 AB - PURPOSE: The construction and operation of a new U.S. Border Station and Commercial Port of Entry to replace an existing station on Interstate 91 (I-91) at the Canadian border in Derby Line, Vermont are proposed. Analysis of U.S. Customs and Border Protection data indicates that, although automobile and bus traffic crossing the border at Derby Line have declined since 1997, truck traffic has increased by 36.5 percent. Projections indicate that truck traffic will continue to grow in the foreseeable future at a projected annual rate of 10.2 percent, resulting in a volume of 395,000 vehicles in the year 2020. The existing border station site and facilities are inadequate, resulting in extensive queuing and delays. Moreover, the traffic movement pattern is highly difficult to maneuver through, particularly for large trucks. All building spaces are currently occupied to full capacity and there is no swing or vacant space that could be utilized to house the additional requirements at the site in the future. Four alternatives, including a No Action Alternative, which would continue the use of the existing border facility, are considered in this final EIS. One build alternative has been selected for detailed consideration. The selected alternative would provide a main port building, primary inspection lanes/booths, a non-commercial secondary inspection building, a commercial secondary inspection building, a vehicle Customs Inspection Service building, an agency vehicle storage garage, a broker building, and outbound inspection lanes/booths. The plan would require modifications to the geometry of I-91 northbound. Cost of construction of the new border station is estimated at $26.8 million. POSITIVE IMPACTS: The new facility would provide expansion space that cannot be accommodated at the existing locations and would improve security and traffic patterns at the border crossing. Construction activities would employ 298 workers over 24 months, with average annual employment rolls of 149 workers. Operational security, efficiency, and safety at the site would be significantly enhanced. NEGATIVE IMPACTS: Modifications to I-91 northbound would require the reduction of the design speed of the freeway in the vicinity of the station to 40 miles per hour. Demolition of the existing station facilities and construction of the new station would result in minor disturbance to the environment, including loss of vegetation and disturbance of site soils and topography. LEGAL MANDATES: Public Buildings Amendments of 1988 (P.L. 100-678). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0572D, Volume 30, Number 4. JF - EPA number: 070268, 267 pages and maps, June 27, 2007 PY - 2007 VL - 1 KW - Roads and Railroads KW - Border Stations KW - Buildings KW - Demolition KW - Employment KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Site Planning KW - Transportation KW - Canada KW - Vermont UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824481?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-06-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+U.S.+COMMERCIAL+PORT+OF+ENTRY+AND+BORDER+STATION%2C+ROUTE+I-91%2C+DERBY+LINE%2C+VERMONT.&rft.title=NEW+U.S.+COMMERCIAL+PORT+OF+ENTRY+AND+BORDER+STATION%2C+ROUTE+I-91%2C+DERBY+LINE%2C+VERMONT.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, New England Region, Boston, Massachusetts; GSA N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: June 27, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW U.S. COMMERCIAL PORT OF ENTRY AND BORDER STATION, ROUTE I-91, DERBY LINE, VERMONT. AN - 36342546; 12770 AB - PURPOSE: The construction and operation of a new U.S. Border Station and Commercial Port of Entry to replace an existing station on Interstate 91 (I-91) at the Canadian border in Derby Line, Vermont are proposed. Analysis of U.S. Customs and Border Protection data indicates that, although automobile and bus traffic crossing the border at Derby Line have declined since 1997, truck traffic has increased by 36.5 percent. Projections indicate that truck traffic will continue to grow in the foreseeable future at a projected annual rate of 10.2 percent, resulting in a volume of 395,000 vehicles in the year 2020. The existing border station site and facilities are inadequate, resulting in extensive queuing and delays. Moreover, the traffic movement pattern is highly difficult to maneuver through, particularly for large trucks. All building spaces are currently occupied to full capacity and there is no swing or vacant space that could be utilized to house the additional requirements at the site in the future. Four alternatives, including a No Action Alternative, which would continue the use of the existing border facility, are considered in this final EIS. One build alternative has been selected for detailed consideration. The selected alternative would provide a main port building, primary inspection lanes/booths, a non-commercial secondary inspection building, a commercial secondary inspection building, a vehicle Customs Inspection Service building, an agency vehicle storage garage, a broker building, and outbound inspection lanes/booths. The plan would require modifications to the geometry of I-91 northbound. Cost of construction of the new border station is estimated at $26.8 million. POSITIVE IMPACTS: The new facility would provide expansion space that cannot be accommodated at the existing locations and would improve security and traffic patterns at the border crossing. Construction activities would employ 298 workers over 24 months, with average annual employment rolls of 149 workers. Operational security, efficiency, and safety at the site would be significantly enhanced. NEGATIVE IMPACTS: Modifications to I-91 northbound would require the reduction of the design speed of the freeway in the vicinity of the station to 40 miles per hour. Demolition of the existing station facilities and construction of the new station would result in minor disturbance to the environment, including loss of vegetation and disturbance of site soils and topography. LEGAL MANDATES: Public Buildings Amendments of 1988 (P.L. 100-678). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0572D, Volume 30, Number 4. JF - EPA number: 070268, 267 pages and maps, June 27, 2007 PY - 2007 KW - Roads and Railroads KW - Border Stations KW - Buildings KW - Demolition KW - Employment KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Site Planning KW - Transportation KW - Canada KW - Vermont UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342546?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-06-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+U.S.+COMMERCIAL+PORT+OF+ENTRY+AND+BORDER+STATION%2C+ROUTE+I-91%2C+DERBY+LINE%2C+VERMONT.&rft.title=NEW+U.S.+COMMERCIAL+PORT+OF+ENTRY+AND+BORDER+STATION%2C+ROUTE+I-91%2C+DERBY+LINE%2C+VERMONT.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, New England Region, Boston, Massachusetts; GSA N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: June 27, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEWTOWN PIKE EXTENSION, LEXINGTON, FAYETTE COUNTY, KENTUCKY. AN - 36340396; 12761 AB - PURPOSE: The construction of a road connection from West Main Street to South Limestone Street at Scott Street in Lexington, Fayette County, Kentucky is proposed. The study corridor extends 1.5 miles just southwest of the Lexington central business district. Six alternatives, including three build alternatives, a No Action Alternative, a mass transit alternative, and a transportation systems management (TSM) alternative are considered in this final EIS. The mass transit and TSM alternatives were determined to be inadequate or not feasible, though certain aspects of these alternatives are proposed to be included in the ultimate project. The build alternatives, each to be known as the Northwest Pike Extension (NPE), would be a four-lane boulevard with a grassed median, bicycle lanes, and sidewalks extending from West Main Street to South Broadway. One two-lane spur would connect at South Broadway, with another two-lane roadway would run south along Patterson Street, cross over South Broadway on a new bridge, align with Scott Street, and terminate on South Limestone at the University of Kentucky's main gate. The three build alternatives would lie within the same project corridor, differing mainly at their intersections with South Broadway and their impacts to Southend Park, a recreational facility in the Davistown neighborhood. Regardless of the alternative selected, cost of the is estimated at $76.6 million. POSITIVE IMPACTS: The proposed extension and improvement of Newton Pike would improve traffic flow of through traffic and draw unnecessary traffic out of the downtown area and improve access to the University of Kentucky's central campus area via more efficient vehicular routings. The project would reduce automobile congestion, improve safety, and improve the bicycle and pedestrian environment. Additionally, the project would provide an opportunity for redefining and improving the attractiveness of the downtown area and of surrounding communities without imposing an unfair burden on other areas. NEGATIVE IMPACTS: The recommended build alternative would displace 35.5 acres of rights-of-way, 36 residential units, and 13 commercial units. The alternative would affect historic resource sites and result in the displacement of land from Southend Park and one other recreational facility. The project would have a significant impacts on the economically disadvantaged Southend Park neighborhood. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0154D, Volume 30, Number 1. JF - EPA number: 070259, 477 pages and maps, June 18, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-KY-EIS-03-01-F KW - Cultural Resources Assessments KW - Economic Assessments KW - Environmental Justice KW - Highways KW - Historic Sites Surveys KW - Minorities KW - Parks KW - Recreation Facilities KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Transportation KW - Urban Development KW - Kentucky KW - Department of Transportation Act of 1966, Compliance 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/36340396?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-06-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEWTOWN+PIKE+EXTENSION%2C+LEXINGTON%2C+FAYETTE+COUNTY%2C+KENTUCKY.&rft.title=NEWTOWN+PIKE+EXTENSION%2C+LEXINGTON%2C+FAYETTE+COUNTY%2C+KENTUCKY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Frankfort, Kentucky; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: June 18, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - TH 41 MINNESOTA RIVER CROSSING (A FUTURE US 169/US 212 REGIONAL FREEWAY CONNECTION), SCOTT AND CARVER COUNTY, MINNESOTA. AN - 36340625; 12759 AB - PURPOSE: The construction of a new Minnesota River crossing connecting US 169 in Scott County to New US 212 in Carver County, Minnesota is proposed. The study area, which lies in the southwestern portion of the Twin Cities metropolitan area, is bordered on the north by New US 212, on the south by US 169, on the west by County State Highway 14, and on the east by Highway 101. Both US 212 and US 169 are state principal arterials, running parallel to the Minnesota River on the north and south sides of the channel. Both facilities are designated as a high priority interregional corridor and are included in the National Highway System. Highway 101 is a two-lane facility that connects downtown Shakopee and US 212. This draft EIS considers a No=Build Alternative and six build alternatives. Each of the build alternatives would provide a freeway-level facility with interchanges at US 169 and New US 212. Depending on the build alternative chosen, cost of the project ranges from $380 million to $620 million. Project implementation is excepted to commence in 2008. POSITIVE IMPACTS: By adding a regional sixth river crossing, the project would significantly increase crossing capacity in for Twin Cities residents and improve access between two major arterials that carry both regional and interregional traffic, including significant freight, tourist, and commuter traffic. NEGATIVE IMPACTS: Development of 194 to 360 acres of new rights-of-way would result in the displacement of seven to 144 residences, nine to 17 farm operations, seven to 56 industrial and commercial units, nine to 39 public facilities, and one to 15 other developments; from 999 to 134 jobs would be displaced. Potential displacement of 18 to 182 minority households in one to three communities would place a disproportionate burden on the affected communities. Rights-of-way losses would include up to 36.1 acres within the Minnesota Valley National Wildlife Refuge and up to 30.6 acres within the Minnesota Valley State Recreation Area/Minnesota Valley Trails and encroachment in various other trails and recreational facilities and areas. Federally protected fish and shellfish species could be affected. Forested areas and areas containing other naturally occurring vegetation would be lost, and nine to 15.7 acres of wetland would be lost. Traffic-generated noise levels would exceed state standards at five to 12 sensitive receptor sites. Construction workers would encounter three to nine contaminated waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 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: 070257, 323 pages and maps, June 15, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-07-01-D KW - Bridges KW - Community Facilities KW - Endangered Species (Animals) KW - Environmental Justice KW - Farmlands KW - Fish KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Preserves KW - Relocations-Property Acquisitions KW - Recreation Facilities KW - Recreation Resources KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Shellfish KW - Trails KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Minnesota KW - Department of Transportation Act of 1966, Recreation Resources KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - 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/36340625?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-06-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TH+41+MINNESOTA+RIVER+CROSSING+%28A+FUTURE+US+169%2FUS+212+REGIONAL+FREEWAY+CONNECTION%29%2C+SCOTT+AND+CARVER+COUNTY%2C+MINNESOTA.&rft.title=TH+41+MINNESOTA+RIVER+CROSSING+%28A+FUTURE+US+169%2FUS+212+REGIONAL+FREEWAY+CONNECTION%29%2C+SCOTT+AND+CARVER+COUNTY%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Draft. Preparation date: June 15, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - REST AREA UPGRADE, ROUTE I-495/LONG ISLAND EXPRESSWAY BETWEEN EASTBOUND EXITS 51 AND 52, TOWN OF HUNTINGTON, SUFFOLK COUNTY, NEW YORK. AN - 36348250; 12747 AB - PURPOSE: The improvement of the existing rest area on the Long Island Expressway Interstate 495 (I-495) between eastbound exits 51 and 52 in the town of Huntington, Suffolk County, New York is proposed. The facility would be upgraded on the basis of the New York State Rest Area Plan. Three alternatives, including a No-Build Alternative, are considered in this final EIS, but the EIS concludes that build alternative (Alternative 3) is the only feasible alternative. The project would upgrade the existing rest area located on a 10.1-acre site adjacent to the eastbound mainline of the expressway, just east of Carll's Straight Path. The 15,871-square-foot rest area building would house rest rooms, a tourist/travel information center, telephones, and food and beverage vending machines, as well as Suffolk County Policy Highway Patrol offices. An outdoor eating area would be situated adjacent to the auto parking area. Parking would be provided for cars, trucks, buses, and recreational vehicles, and facilities would be provided for commercial vehicle safety and weight inspections. In keeping with the Long Island regional look, an eclectic architecture would be used in the design of the rest area building. Access to the rest area site would continue to be limited to the eastbound expressway via a reconstructed deceleration lane beginning west of Carll's Straight Path. A retaining wall topped with a visual barrier would separate the rest area sites from Carll's Straight Path and the South Service Road and visually buffer the site from the residences to the south. Egress from the site would continue to be limited to the eastbound expressway via a reconstructed acceleration lane at the east end of the site. Carll's Straight Path bridge over the expressway, which has nonstandard vertical clearance and fails to meet the state seismic code, would be replaced. Cost of the project is estimated at $28.3 million, not including the cost of replacing the Carll's Straight Path bridge. Costs of demolition and reconstruction of the bridge are estimated at $800,000 and $6.4 million, respectively. This results in an overall cost of $34.7 million. POSITIVE IMPACTS: Upgrading the facility to the standards of the Rest Area Plan would provide up-to-date amenities for travelers on the expressway, allowing travelers to rest and thereby improving safety on the expressway. and project a positive image of Long Island, New York State, and the State Department of Transportation. Provision of tourist information at the rest stop would promote economic growth on Long Island. NEGATIVE IMPACTS: Construction activities would destroy vegetation and disturb soils, but these impacts would be short-term and insignificant. PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0419D, Volume 30, Number 3. JF - EPA number: 070245, Final EIS--251 pages and maps, June 7, 2007 PY - 2007 KW - Land Use KW - Agency number: FHWA-NY-EIS-05-01-D KW - Air Quality Assessments KW - Buildings KW - Demography KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Parking KW - Parks KW - Recreation Facilities KW - Safety KW - Safety Analyses KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Wildlife Surveys KW - New York UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36348250?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-06-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REST+AREA+UPGRADE%2C+ROUTE+I-495%2FLONG+ISLAND+EXPRESSWAY+BETWEEN+EASTBOUND+EXITS+51+AND+52%2C+TOWN+OF+HUNTINGTON%2C+SUFFOLK+COUNTY%2C+NEW+YORK.&rft.title=REST+AREA+UPGRADE%2C+ROUTE+I-495%2FLONG+ISLAND+EXPRESSWAY+BETWEEN+EASTBOUND+EXITS+51+AND+52%2C+TOWN+OF+HUNTINGTON%2C+SUFFOLK+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; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: June 7, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 290 CORRIDOR, FROM FM 2920 TO IH 610, HARRIS COUNTY, TEXAS. AN - 36340614; 12736 AB - PURPOSE: The construction of highway i9mprovements within the US 250 corridor in northwest Harris County, Texas is proposed. The study corridor extends approximately 38 miles from the interchange US 290/Interstate 610 (I-610)/I-10 in Houston northwest to Farm-to-Market )FM) 2920 near the community of Waller. US 290 has replaced Hempstead Road as the primary travel route in the northwestern portion of Houston. However, Hempstead Road continues to be used to service businesses and residences locally from I-610 to Beltway 8. US 290 and Hempstead Road are severely congested, particularly during peak travel times, and the roadways do not meet design standards. The proposed project would include Hempstead Road from I-610 to Beltway 8. In general, the project would include provision of additional general purpose lanes on US 290 and reconstruction of US 290 frontage roads; construction of a managed lane facility along Hempstead Road from I-610 to Beltway 8, continuing along US 290 from Beltway 8 to the future Grand Parkway/State Highway (SH) 99; construction of frontage roads (Hempstead Road) adjacent to managed lanes from I-610 to Beltway 8; provision of direct connectors from US 290 to I-610 and I-10; provision of a reserved high-capacity transit corridor along Hempstead Road from I-610 to Beltway 8 and along US 290 from Beltway 8 to the future Grand Parkway/SH 99. In addition to the proposed action and a No-Build Alternative, alternatives considered include various transportation modal configurations along US 290, Hempstead Road, and the I-610 interchange and various alignment alternatives. POSITIVE IMPACTS: The improvement would provide an integrated system of transportation enhancements that would reduce traffic congestion in the US 290 corridor, improve levels of service and mobility on US 290 and Hempstead Road, bring the roadway facilities up to current design standards, and improve safety in the US 290 corridor. NEGATIVE IMPACTS: Development of 450 to 600 acres of additional rights-of-way would displace 29 to 96 single-family residences, 98 to 206 multifamily residences, two to four churches, pipeline facilities, United States Army Reserve Center, several businesses, 100 acres of prime farmland, and portions of undeveloped land. Approximately 500 acres of jurisdictional waters, including wetlands, would be lost. Traffic-generated noise levels would exceed federal standards at some sensitive receptor sites. Hazardous waste sites would be encountered during construction. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 070234, Draft EIS--444 pages and maps, Volume II--Maps and Exhibits Supplement (Oversize, June 6, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-07-01-D KW - Community Facilities KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Military Facilities (Army) KW - Noise Standards Violations KW - Pipelines KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36340614?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-06-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+290+CORRIDOR%2C+FROM+FM+2920+TO+IH+610%2C+HARRIS+COUNTY%2C+TEXAS.&rft.title=US+290+CORRIDOR%2C+FROM+FM+2920+TO+IH+610%2C+HARRIS+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Draft. Preparation date: June 6, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BELLEVUE BRIDGE STUDY, MILLS COUNTY, IOWA, AND SARPY COUNTY, NEBRASKA. AN - 36341278; 12734 AB - PURPOSE: The improvement or replacement of the Bellevue Bridge across the Missouri River connecting Mills County, Iowa and Sarpy County, Nebraska is proposed. The existing bridge does not meet current structural and functional design standards and has a limited life expectance. The existing roadway between US 75 and Interstate 29 (I-29) des not also meet current standards due to inconsistent segment geometry and design speed and inadequate operating capacity. Overall, the roadway system does not meet the regional transportation needs and allow free flow of traffic between US 75 and I-29 and will not accommodate planned growth in the southern Omaha metropolitan area. Three alternatives, including a No-Build Alternative (Alternative 1) are considered in this final EIS. The preferred alternative (Alternative 3) would begin at the east end of the US 75 interchange with relocated Platteview Road, which is programmed for relocation during the 2007-2009 period. Alternative 3 would continue southeastward on new rights-of-way from the point where relocated Platteview Road would turn south all the way to the Missouri River crossing. The facility would cross the Missouri River approximately midway between the points where Pallion Creek and the Platte River flow into the Missouri and south of the Isle Park residential area. The crossing would include a bridge that would begin west of the US Army Corps of Engineers' flood control levee on the Nebraska bank and continue across the river to the east side of the flood control levee on the Iowan bank. The bridge would consist of a three-span Nebraska approach, three main spans, and a 12-span Iowa approach. One of the main spans would provide a minimum of 450 feet of horizontal clearance and 52 feet of vertical clearance for the navigation channel in the river. East of the river crossing, the alternative would curve to the south and then to the east, for approximately 1.4 miles, to the northern US 34 interchange with I-29 with I-29 (Glenwood exit). The alternative would include widening of US 34 from a two-lane roadway to a four-lane divided highway through the existing interchange with I-29, including construction of a new bridge, to connect with the existing four-lane section of US 34 east of I-29. The alternative would extend over a total length of 6.7 miles. POSITIVE IMPACTS: The project would improve connectivity and fulfill transportation needs of the region, which includes the southern Omaha metropolitan area, including eastern Sarpy County and Bellevue, and western Mills County, by providing a safe and free-flowing connection across the Missouri River from US 75 to I-29. NEGATIVE IMPACTS: Rights-of-way requirements would displace 272 acres, resulting in acquisition of two empty parcels of land and three homes, and displace 530 acres of prime farmland, 18 acres of nonwetland forest, 77.6 acres of rangeland, 51.5 acres of floodplain, and 22.9 acres of wetlands and 3,302 linear feet of waterways under US jurisdiction, and 9.1 acres within the Missouri River. Two electrical transmission lines would be relocated. Alteration of 580 linear feet of recreational trail would be necessary. Noise levels would violate federal standards at 11 sensitive receptors. Roadway expansion could affect the continuity of a recreational trail for several months and disturb two hazardous materials sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0404D, Volume 29, Number 3. JF - EPA number: 070232, Final EIS--141 pages, Draft EIS--198 pages and maps, June 4, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-IOWA-EIS-2004-2-F KW - Bridges KW - Farmlands KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Safety KW - Streams KW - Trails KW - Transportation KW - Waterways KW - Wetlands KW - Iowa KW - Missouri River KW - Nebraska KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36341278?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-06-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BELLEVUE+BRIDGE+STUDY%2C+MILLS+COUNTY%2C+IOWA%2C+AND+SARPY+COUNTY%2C+NEBRASKA.&rft.title=BELLEVUE+BRIDGE+STUDY%2C+MILLS+COUNTY%2C+IOWA%2C+AND+SARPY+COUNTY%2C+NEBRASKA.&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 - 2008-04-01 N1 - SuppNotes - Final. Preparation date: June 4, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NYS ROUTE 17 AT EXIT 122, TOWN OF WALLKILL, ORANGE COUNTY, NEW YORK. AN - 754904690; 14424 AB - PURPOSE: The improvement of the Exit 22 interchange on New York State Route (NYS 17 to interstate highway standards in the town off Wallkill, Orange County, New York is proposed. The existing interchange is characterized by very sharp curves on its ramps and is also affected by the proximity of the exit and entrance ramps to the Interstate 84 (I-84) ramps, which results in a high accident rate , particularly westbound. Traffic movements are also slowed by delays at the ramp intersections with Crystal Run Road and East Main Street and the steep grade of East Main Street. Six alternatives, including a No-Build Alternative, are considered in this final EIS. Four of the build alternatives, including the preferred alternative, are variations on a similar theme for the exit, differing in their approach to the relocation of East Main Street and Crystal Run Road. The fifth build alternative would take a different approach for the exit and keep Crystal Run Road close to its existing location. All build alternatives would include the construction of a canoe launch near Midway Road. Cost of the preferred alternative is estimated at $83 million. POSITIVE IMPACTS: The proposed action would improve Exit 122 to meet federal standards for an interstate exit, improve NYS 17 to meet federal interstate standards, and improve the operational safety of NYS 17, Crystal Run Road, and East Main Street for existing traffic volumes and for reasonably foreseeable increases in traffic volumes. NEGATIVE IMPACTS: Rights-of-way development would displace five businesses, and one residence. Natural resources to be affected would include 2.1 acres of wetlands and 15.4 acres of forested land. All build alternatives would have a minor impact on the 100-year floodplain of the Wallkill River; 3.1 acres of the floodplain would suffer encroachment. Eight archaeological sites would be affected. Traffic-generated noise levels would exceed federal standards in the vicinity of one residential receptor 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 07-0267D, Volume 31, Number 2. JF - EPA number: 080295, Draft EIS--269 pages and maps, Appendices A through C--461 pages and maps, Appendix D--98 pages (oversized), Appendix E--661 pages, Appendix F--287 pages, Appendix G--627 pages and maps, Appendices H through J--178 pages, Appendix K--299 pages and maps, Appendices L through P--277 pages and maps, Appendices Q through T--313 pages and maps, June 1, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-04-F KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Biologic Assessments KW - Climatologic Assessments KW - Energy Consumption Assessments KW - Floodplains KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Standards Violations KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - Wetlands KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/754904690?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-06-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NYS+ROUTE+17+AT+EXIT+122%2C+TOWN+OF+WALLKILL%2C+ORANGE+COUNTY%2C+NEW+YORK.&rft.title=NYS+ROUTE+17+AT+EXIT+122%2C+TOWN+OF+WALLKILL%2C+ORANGE+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 - 2010-08-20 N1 - SuppNotes - Final. Preparation date: June 1, 2007 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Evaluation of common practice empirical procedures for residual friction angle of soils; Hawaiian amorphous material rich colluvial soil case study AN - 51349558; 2007-123794 AB - The residual strength of soils has received considerable attention after Skempton suggested that the stability of reactivated landslides may be governed by residual strength. In this respect, numerous studies have been conducted to determine the factors affecting the residual strength of soils. Specifically, research effort was focused on determining correlations between the residual friction angle of soils and soil indexes such as Atterberg limits, and clay fraction. Some of these researchers suggested that strong correlations exist with soil indexes. Other researchers claimed that there is no correlation between the soil index and the residual friction of soils. Thus, there is a need to clarify whether there is a correlation between residual friction angle and soil index properties. In this effort, we describe general properties of landslides in Hawaii with an emphasis on an active landslide; followed by evaluating correlations between the residual strength and soil indexes. The results of this study show that the existing empirical correlations for soil index properties and residual friction angle predict poorly the residual friction angle of colluvial soils that rich in amorphous materials. However, the results also show that a strong correlation between LL and PI and residual friction angle may exist depending on the soil mineral type. JF - Engineering Geology AU - Kaya, Abidin AU - Kwong, James K P Y1 - 2007/06// PY - 2007 DA - June 2007 SP - 49 EP - 58 PB - Elsevier, Amsterdam VL - 92 IS - 1-2 SN - 0013-7952, 0013-7952 KW - United States KW - clay KW - soil mechanics KW - shear strength KW - Honolulu County Hawaii KW - colluvium KW - clastic sediments KW - amorphous materials KW - strength KW - Oahu KW - Hawaii KW - East Pacific Ocean Islands KW - landslides KW - Kuliouou Valley KW - mass movements KW - sediments KW - Oceania KW - Polynesia KW - plasticity KW - Atterberg limits KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51349558?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Engineering+Geology&rft.atitle=Evaluation+of+common+practice+empirical+procedures+for+residual+friction+angle+of+soils%3B+Hawaiian+amorphous+material+rich+colluvial+soil+case+study&rft.au=Kaya%2C+Abidin%3BKwong%2C+James+K+P&rft.aulast=Kaya&rft.aufirst=Abidin&rft.date=2007-06-01&rft.volume=92&rft.issue=1-2&rft.spage=49&rft.isbn=&rft.btitle=&rft.title=Engineering+Geology&rft.issn=00137952&rft_id=info:doi/10.1016%2Fj.enggeo.2007.03.002 L2 - http://www.sciencedirect.com/science/journal/00137952 LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data from CAPCAS, Elsevier Scientific Publishers, Amsterdam, Netherlands N1 - Date revised - 2007-01-01 N1 - Number of references - 32 N1 - Document feature - illus. incl. 4 tables N1 - Last updated - 2012-06-07 N1 - CODEN - EGGOAO N1 - SubjectsTermNotLitGenreText - amorphous materials; Atterberg limits; clastic sediments; clay; colluvium; East Pacific Ocean Islands; Hawaii; Honolulu County Hawaii; Kuliouou Valley; landslides; mass movements; Oahu; Oceania; plasticity; Polynesia; sediments; shear strength; soil mechanics; strength; United States DO - http://dx.doi.org/10.1016/j.enggeo.2007.03.002 ER - TY - JOUR T1 - Interagency Development of Performance Standards for Managing Materials, Wastes, and Contamination Under Oregon's Bridge Program: Benefits of Incorporating Environmental Sustainability into Bridge Construction AN - 19712009; 7480652 AB - In 2003, Oregon's legislature passed and funded a transportation initiative that provided $1.3 billion for a bridge repair and replacement program, tripling the Oregon Department of Transportation's (ODOT) construction funding. That same year, a governor's executive order directed ODOT to develop sustainability measures for that program. Therefore, ODOT requested the assistance of the state department of environmental quality (DEQ) in developing performance standards that ensure regulatory compliance and facilitate environmental stewardship. DEQ realized that the proposal could help it meet its agency goals, and the two agencies signed an agreement under which ODOT paid DEQ staff to help develop the performance standard and DEQ absorbed the costs of senior management review. The ODOT-DEQ team developed performance standards that provide consistent regulatory interpretations specific to bridge construction, promote reuse over virgin materials, provide materials handling and waste management guidance for common bridge materials, ensure contamination is identified before construction, and facilitate data sharing with DEQ. The team provides a hierarchy for waste management and materials procurement practices that encourages consideration of more environmentally beneficial options when those are technically and financially feasible. The development process has already had the benefit of improving interagency relationships. Implementation should also improve regulatory compliance, increase reuse and recycling, decrease land filling, and improve air quality, all without increasing overall project costs. Implementation may even reduce costs through decreased transportation, landfill fees, virgin materials costs, and time that would have been needed to negotiate alternative material uses and permits for each project. JF - Journal of the Transportation Research Board AU - Armstrong, JE AU - Levine, A AD - Oregon Department of Transportation, 12, 600 SW 72nd Avenue, Tigard, OR 97223, USA Y1 - 2007/05/30/ PY - 2007 DA - 2007 May 30 SP - 175 EP - 182 IS - 1983 KW - Pollution Abstracts; Sustainability Science Abstracts KW - Contamination KW - Landfills KW - Materials handling KW - Compliance KW - fees KW - Air quality KW - Recycling KW - Waste management KW - Transportation KW - Reviews KW - Waste disposal sites KW - Construction industry wastes KW - Environmental quality KW - sustainability KW - P 0000:AIR POLLUTION KW - M3 1010:Issues in Sustainable Development UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19712009?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Assamodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+the+Transportation+Research+Board&rft.atitle=Interagency+Development+of+Performance+Standards+for+Managing+Materials%2C+Wastes%2C+and+Contamination+Under+Oregon%27s+Bridge+Program%3A+Benefits+of+Incorporating+Environmental+Sustainability+into+Bridge+Construction&rft.au=Armstrong%2C+JE%3BLevine%2C+A&rft.aulast=Armstrong&rft.aufirst=JE&rft.date=2007-05-30&rft.volume=&rft.issue=1983&rft.spage=175&rft.isbn=&rft.btitle=&rft.title=Journal+of+the+Transportation+Research+Board&rft.issn=&rft_id=info:doi/10.3141%2F1983-23 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2007-07-01 N1 - Last updated - 2015-04-01 N1 - SubjectsTermNotLitGenreText - Contamination; Landfills; Compliance; Materials handling; Air quality; fees; Recycling; Waste management; Transportation; Reviews; Waste disposal sites; Environmental quality; Construction industry wastes; sustainability DO - http://dx.doi.org/10.3141/1983-23 ER - TY - RPRT T1 - INTERSTATE 405, SEPULVEDA PASS WIDENING PROJECT, LOS ANGELES COUNTY, CALIFORNIA. AN - 36341856; 12867 AB - PURPOSE: Roadway widening and implementation of other improvements within the Interstate 405 (I-405) corridor from I-10 to US 101 in the city of Los Angeles, Los Angeles County, California are proposed. Currently, vehicular movements along I-405 are impeded by a gap in the high-occupancy vehicle (HOV) network. HOV lanes are currently operating on both northbound and southbound I-405 from the Orange County line to State Route 90 (Marina Freeway), but not within the project limits. As a result I-405 operates at a deficient level of service for a large portion of the day. If capacity improvements are not made, conditions will continue to deteriorate due to growth alone. Standardizing the southbound traffic lanes, median, and shoulder to meet mandatory standards would also make for a safer freeway. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft EIS. Under the proposed action, an HOV lane would be added along northbound I-405 between the project termini. Action Alternative 2 would add a standard northbound HOV lane and standardize northbound mixed-flow lanes via provision of a 12-foot half median, a 12-foot HOV lane, and five 12-foot mixed-flow lanes, and a 10-foot outside shoulder. In addition to the infrastructure provided under Alternative 2, Alternative 3 would provide standard freeway profiles for northbound and southbound I-405 within the project limits, except through the I-405/I-10 interchange. Both action alternatives would involve widening of I-405 along the east side and along most of the west side throughout the project limits. Alternatives 2 and 3 would feature 12 and 13 soundwalls, respectively. Costs of alternatives 2 and 3, respectively, are estimated at $649 million and $911 million in 2006 dollars. POSITIVE IMPACTS: By adding an HOV lane and closing the HOV gap from the Orange County line to the I-405/US 101 interchange, the project would significantly reduce congestion along the entire I-405 corridor in the Los Angeles area. Air quality along the corridor would improve as operating conditions improved, reducing the regional air pollutant load. NEGATIVE IMPACTS: Additional rights-of-way needs would result in the displacement of two commercial properties under either action alternative. Seven to 37 residential displacements would also occur, and freeway expansion and interchange alterations could disrupt community service functions during construction. The Village Church of Westwood would be affected under Alternative 3. The Montana Avenue off-ramp would be closed. Sound walls and new ramps would add the degradation of visual aesthetics along the corridor. Four drainages would be relocated. One structure eligible for inclusion in the National Register of Historic Places would be affected. The project would result in the removal of 115 to 162 mature native trees and affect three known wildlife crossing corridors during construction. Approximately four acres at the Getty View Trailhead and 0.3 acre at the Skirball center Trailhead would be displaced. Construction workers could encounter aerially deposited lead, asbestos-containing materials, and lead-based paint. Construction noise would exceed federal standards intermittently. 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: 070218, 277 page and maps, May 28, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-06-12-D KW - Community Facilities KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Trails KW - Transportation KW - Vegetation KW - Visual Resources KW - California KW - Department of Transportation Act of 1966, Recreation Facilities 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/36341856?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-05-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+405%2C+SEPULVEDA+PASS+WIDENING+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=INTERSTATE+405%2C+SEPULVEDA+PASS+WIDENING+PROJECT%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Draft. Preparation date: May 28, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LONG ISLAND TRUCK-RAIL INTERMODAL FACILITY, TOWN OF ISLIP, SUFFOLK COUNTY, NEW YORK. AN - 36346832; 12859 AB - PURPOSE: The construction and operation of a truck-rail intermodal facility on Long Island in the town of Islip, Suffolk County, New York are proposed. Currently, freight movements on Long Island are handled almost exclusively by trucks, with only one percent of goods being moved by rail. With a population of 2.8 million, the island supports an annual consumer market of 45.2 million tons. The Islip site, which is the site of the former Pilgrim State Hospital and owned by the state of New York, encompasses 105 acres 1.8 miles south of Exit 53 on the Long Island Expressway and north of the Long Island Railroad (LIRR) mainline, along an existing siding that once served the hospitals coal-fueled power plant. Using the abandoned rail spur and the existing LIRR mainline track, freight would be delivered to the facility where it would be transferred to trucks for delivery to businesses in Nassau and Suffolk counties. The intermodal facility would by designed to accommodate both containerized intermodal freight and bulk freight such as lumber, building materials, and paper goods. The facility would include loading tracks, where containers or freight would be removed from or placed on flat cars; a trailer and container storage area; a storage and loading area for bulk freight; an equipment maintenance area; and an administrative building and control gate. Receiving yard rail tracks connecting the southeastern corner of the project site with the LIRR mainline would be constructed in the same location as the existing rail spur. Crooked Hill Road would provide access to the site from the Long Island Expressway. To encourage use of the road by truckers, the project would incorporate several roadway improvements, including new ramps at the Long Island Expressway/Sagtikos Parkway interchange to provide direct access between the expressway and Crooked Hill Road. In addition to the proposed action, this draft EIS considers a No Action Alternative. POSITIVE IMPACTS: The intermodal facility would improve the efficiency of freight service to Long Island and reduce the region's dependency on long-haul trucking. Diversion of freight from truck to rail would ease congestion on Long Island highways. Efficiencies resulting from the facility would result in annual consumer savings ranging from $1.1 million to $7.6 million. In addition to lowering costs of freight movement, the facility would improve delivery reliability. Other annual savings would include $86,000 in traffic service costs, $643,000 in road operation and maintenance costs, and $943,000 indirectly resulting from reduced truck transportation miles. NEGATIVE IMPACTS: The site would be cleared of all remaining vegetation, including more than 40 acres of pitch pine scrub oak forest, which provide unique habitat. This impact would be rendered less significant by the fact that the habitat is already fragmented and otherwise disturbed and the fact that similar suitable habitat is located nearby. The facility would be located in the vicinity of a sole source aquifer and the Edgewood Preserve. Visual aesthetics would be marred for motorists using the Long Island Expressway and the Sagtikos State Parkway. JF - EPA number: 070209, Final EIS367 pages and maps, Appendix A--42 pages (oversize, May 23, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-03-D KW - Air Quality Assessments KW - Endangered Species (Animals) KW - Energy Consumption Assessments KW - Forests KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Assessments KW - Preserves KW - Railroad Structures KW - Railroads KW - Roads KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - Wildlife Habitat KW - Wildlife Surveys KW - New York UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346832?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-05-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LONG+ISLAND+TRUCK-RAIL+INTERMODAL+FACILITY%2C+TOWN+OF+ISLIP%2C+SUFFOLK+COUNTY%2C+NEW+YORK.&rft.title=LONG+ISLAND+TRUCK-RAIL+INTERMODAL+FACILITY%2C+TOWN+OF+ISLIP%2C+SUFFOLK+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 - 2008-04-01 N1 - SuppNotes - Draft. Preparation date: May 23, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 59 -- AMELIA EARHART MEMORIAL BRIDGE OVER THE MISSOURI RIVER, ATCHISON, KANSAS TO US 59/STATE ROUTE 45 INTERSECTION IN BUCHANAN COUNTY, MISSOURI. [Part 3 of 3] T2 - US 59 -- AMELIA EARHART MEMORIAL BRIDGE OVER THE MISSOURI RIVER, ATCHISON, KANSAS TO US 59/STATE ROUTE 45 INTERSECTION IN BUCHANAN COUNTY, MISSOURI. AN - 756824468; 12851-070201_0003 AB - PURPOSE: The replacement of the two-lane Amelia Earhart Memorial Bridge with a four-lane structure across the Missouri River in the vicinity of Atchison, Kansas is proposed to connect Atchison with Buchanan County, Missouri. The 4.2-mile study corridor extends from Atchison to the US 59/Route 45 intersection in Missouri. The existing bridge connects US 59, a four-lane urban arterial adjacent to downtown Atchison to a two-lane rural arterial section of US 59 in Buchanan County, just northwest of Winthrop. The existing crossing does not meet current design criteria for width and load capacity and requires costly maintenance measures. A scour hole has developed north of the center bridge pier. Project traffic volumes warrant a four-lane crossing. Five alternatives were considered preliminarily, including a No-Build Alternative, a transportation systems alternative, a mass transit Alternative, upgrading of the existing bridge, and the a new build Alternative, which includes eight options, including construction of a new two-lane bridge with replacement or rehabilitation of the existing bridge and construction of a new four-lane bridge upstream or downstream of the existing bridge. Two build alternatives and the No-Build Alternative are considered in detail in this final EIS. Build alternatives under detailed consideration include construction of a new two-lane bridge immediately downstream of the existing bridge (Alternative 4H Rehabilitation), which is the preferred alternative, and retention of the rehabilitated two-lane bridge and replacement of the existing bridge with a four-lane bridge immediately downstream of the existing structure (Alternative 4H Replacement). Estimated costs of alternatives 4H Rehabilitation and 4H Replacement $98.3 million and $88 million, respectively. POSITIVE IMPACTS: Either build Alternative would provide a structurally sound, operationally efficient, economically feasible, and safe Missouri River crossing. The bridge or bridges would accommodate economically sustainable future development within the area and the region. NEGATIVE IMPACTS: The 4H Rehabilitation Alternative would result in the retention of a bridge that would be difficult to replace in the future, and the potential for barge impacts would be high. Both build alternatives would displace a section of floodplain over 5,300 feet wide. Rights-of-way requirements would displace 31.8 to 35.8 acres of farmland, 30.5 to 32.2 acres of prime farmland, two to three acres of Atchison Casting, eight residences, eight to 11 commercial units, 18 acres of wetlands, 83.2 to 88.7 acres of floodplain, 2.1 acres of forest, and habitat for two federally protected species. Demolition of the bridge under the Replacement Alternative would result in the loss of a historically significant structure, and the Alternative would affect six other potentially significant structures. The Rehabilitation Alternative would affect five potentially significant structures. Construction workers would encounter two or three hazardous materials storage tanks. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0270D, Volume 30, Number 2. JF - EPA number: 070201, 355 pages and maps, May 17, 2007 PY - 2007 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-KS-EIS-06-01-F KW - Archaeological Sites Surveys KW - Bridges KW - Demolition KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 106 Statements KW - Structural Rehabilitation KW - Transportation KW - Kansas KW - Missouri 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 - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824468?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-05-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+59+--+AMELIA+EARHART+MEMORIAL+BRIDGE+OVER+THE+MISSOURI+RIVER%2C+ATCHISON%2C+KANSAS+TO+US+59%2FSTATE+ROUTE+45+INTERSECTION+IN+BUCHANAN+COUNTY%2C+MISSOURI.&rft.title=US+59+--+AMELIA+EARHART+MEMORIAL+BRIDGE+OVER+THE+MISSOURI+RIVER%2C+ATCHISON%2C+KANSAS+TO+US+59%2FSTATE+ROUTE+45+INTERSECTION+IN+BUCHANAN+COUNTY%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Topeka, Kansas; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: May 17, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 59 -- AMELIA EARHART MEMORIAL BRIDGE OVER THE MISSOURI RIVER, ATCHISON, KANSAS TO US 59/STATE ROUTE 45 INTERSECTION IN BUCHANAN COUNTY, MISSOURI. [Part 2 of 3] T2 - US 59 -- AMELIA EARHART MEMORIAL BRIDGE OVER THE MISSOURI RIVER, ATCHISON, KANSAS TO US 59/STATE ROUTE 45 INTERSECTION IN BUCHANAN COUNTY, MISSOURI. AN - 756824438; 12851-070201_0002 AB - PURPOSE: The replacement of the two-lane Amelia Earhart Memorial Bridge with a four-lane structure across the Missouri River in the vicinity of Atchison, Kansas is proposed to connect Atchison with Buchanan County, Missouri. The 4.2-mile study corridor extends from Atchison to the US 59/Route 45 intersection in Missouri. The existing bridge connects US 59, a four-lane urban arterial adjacent to downtown Atchison to a two-lane rural arterial section of US 59 in Buchanan County, just northwest of Winthrop. The existing crossing does not meet current design criteria for width and load capacity and requires costly maintenance measures. A scour hole has developed north of the center bridge pier. Project traffic volumes warrant a four-lane crossing. Five alternatives were considered preliminarily, including a No-Build Alternative, a transportation systems alternative, a mass transit Alternative, upgrading of the existing bridge, and the a new build Alternative, which includes eight options, including construction of a new two-lane bridge with replacement or rehabilitation of the existing bridge and construction of a new four-lane bridge upstream or downstream of the existing bridge. Two build alternatives and the No-Build Alternative are considered in detail in this final EIS. Build alternatives under detailed consideration include construction of a new two-lane bridge immediately downstream of the existing bridge (Alternative 4H Rehabilitation), which is the preferred alternative, and retention of the rehabilitated two-lane bridge and replacement of the existing bridge with a four-lane bridge immediately downstream of the existing structure (Alternative 4H Replacement). Estimated costs of alternatives 4H Rehabilitation and 4H Replacement $98.3 million and $88 million, respectively. POSITIVE IMPACTS: Either build Alternative would provide a structurally sound, operationally efficient, economically feasible, and safe Missouri River crossing. The bridge or bridges would accommodate economically sustainable future development within the area and the region. NEGATIVE IMPACTS: The 4H Rehabilitation Alternative would result in the retention of a bridge that would be difficult to replace in the future, and the potential for barge impacts would be high. Both build alternatives would displace a section of floodplain over 5,300 feet wide. Rights-of-way requirements would displace 31.8 to 35.8 acres of farmland, 30.5 to 32.2 acres of prime farmland, two to three acres of Atchison Casting, eight residences, eight to 11 commercial units, 18 acres of wetlands, 83.2 to 88.7 acres of floodplain, 2.1 acres of forest, and habitat for two federally protected species. Demolition of the bridge under the Replacement Alternative would result in the loss of a historically significant structure, and the Alternative would affect six other potentially significant structures. The Rehabilitation Alternative would affect five potentially significant structures. Construction workers would encounter two or three hazardous materials storage tanks. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0270D, Volume 30, Number 2. JF - EPA number: 070201, 355 pages and maps, May 17, 2007 PY - 2007 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-KS-EIS-06-01-F KW - Archaeological Sites Surveys KW - Bridges KW - Demolition KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 106 Statements KW - Structural Rehabilitation KW - Transportation KW - Kansas KW - Missouri 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 - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824438?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-05-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+59+--+AMELIA+EARHART+MEMORIAL+BRIDGE+OVER+THE+MISSOURI+RIVER%2C+ATCHISON%2C+KANSAS+TO+US+59%2FSTATE+ROUTE+45+INTERSECTION+IN+BUCHANAN+COUNTY%2C+MISSOURI.&rft.title=US+59+--+AMELIA+EARHART+MEMORIAL+BRIDGE+OVER+THE+MISSOURI+RIVER%2C+ATCHISON%2C+KANSAS+TO+US+59%2FSTATE+ROUTE+45+INTERSECTION+IN+BUCHANAN+COUNTY%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Topeka, Kansas; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: May 17, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 59 -- AMELIA EARHART MEMORIAL BRIDGE OVER THE MISSOURI RIVER, ATCHISON, KANSAS TO US 59/STATE ROUTE 45 INTERSECTION IN BUCHANAN COUNTY, MISSOURI. [Part 1 of 3] T2 - US 59 -- AMELIA EARHART MEMORIAL BRIDGE OVER THE MISSOURI RIVER, ATCHISON, KANSAS TO US 59/STATE ROUTE 45 INTERSECTION IN BUCHANAN COUNTY, MISSOURI. AN - 756824430; 12851-070201_0001 AB - PURPOSE: The replacement of the two-lane Amelia Earhart Memorial Bridge with a four-lane structure across the Missouri River in the vicinity of Atchison, Kansas is proposed to connect Atchison with Buchanan County, Missouri. The 4.2-mile study corridor extends from Atchison to the US 59/Route 45 intersection in Missouri. The existing bridge connects US 59, a four-lane urban arterial adjacent to downtown Atchison to a two-lane rural arterial section of US 59 in Buchanan County, just northwest of Winthrop. The existing crossing does not meet current design criteria for width and load capacity and requires costly maintenance measures. A scour hole has developed north of the center bridge pier. Project traffic volumes warrant a four-lane crossing. Five alternatives were considered preliminarily, including a No-Build Alternative, a transportation systems alternative, a mass transit Alternative, upgrading of the existing bridge, and the a new build Alternative, which includes eight options, including construction of a new two-lane bridge with replacement or rehabilitation of the existing bridge and construction of a new four-lane bridge upstream or downstream of the existing bridge. Two build alternatives and the No-Build Alternative are considered in detail in this final EIS. Build alternatives under detailed consideration include construction of a new two-lane bridge immediately downstream of the existing bridge (Alternative 4H Rehabilitation), which is the preferred alternative, and retention of the rehabilitated two-lane bridge and replacement of the existing bridge with a four-lane bridge immediately downstream of the existing structure (Alternative 4H Replacement). Estimated costs of alternatives 4H Rehabilitation and 4H Replacement $98.3 million and $88 million, respectively. POSITIVE IMPACTS: Either build Alternative would provide a structurally sound, operationally efficient, economically feasible, and safe Missouri River crossing. The bridge or bridges would accommodate economically sustainable future development within the area and the region. NEGATIVE IMPACTS: The 4H Rehabilitation Alternative would result in the retention of a bridge that would be difficult to replace in the future, and the potential for barge impacts would be high. Both build alternatives would displace a section of floodplain over 5,300 feet wide. Rights-of-way requirements would displace 31.8 to 35.8 acres of farmland, 30.5 to 32.2 acres of prime farmland, two to three acres of Atchison Casting, eight residences, eight to 11 commercial units, 18 acres of wetlands, 83.2 to 88.7 acres of floodplain, 2.1 acres of forest, and habitat for two federally protected species. Demolition of the bridge under the Replacement Alternative would result in the loss of a historically significant structure, and the Alternative would affect six other potentially significant structures. The Rehabilitation Alternative would affect five potentially significant structures. Construction workers would encounter two or three hazardous materials storage tanks. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0270D, Volume 30, Number 2. JF - EPA number: 070201, 355 pages and maps, May 17, 2007 PY - 2007 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-KS-EIS-06-01-F KW - Archaeological Sites Surveys KW - Bridges KW - Demolition KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 106 Statements KW - Structural Rehabilitation KW - Transportation KW - Kansas KW - Missouri 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 - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824430?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-05-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+59+--+AMELIA+EARHART+MEMORIAL+BRIDGE+OVER+THE+MISSOURI+RIVER%2C+ATCHISON%2C+KANSAS+TO+US+59%2FSTATE+ROUTE+45+INTERSECTION+IN+BUCHANAN+COUNTY%2C+MISSOURI.&rft.title=US+59+--+AMELIA+EARHART+MEMORIAL+BRIDGE+OVER+THE+MISSOURI+RIVER%2C+ATCHISON%2C+KANSAS+TO+US+59%2FSTATE+ROUTE+45+INTERSECTION+IN+BUCHANAN+COUNTY%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Topeka, Kansas; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: May 17, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 59 -- AMELIA EARHART MEMORIAL BRIDGE OVER THE MISSOURI RIVER, ATCHISON, KANSAS TO US 59/STATE ROUTE 45 INTERSECTION IN BUCHANAN COUNTY, MISSOURI. AN - 36341764; 12851 AB - PURPOSE: The replacement of the two-lane Amelia Earhart Memorial Bridge with a four-lane structure across the Missouri River in the vicinity of Atchison, Kansas is proposed to connect Atchison with Buchanan County, Missouri. The 4.2-mile study corridor extends from Atchison to the US 59/Route 45 intersection in Missouri. The existing bridge connects US 59, a four-lane urban arterial adjacent to downtown Atchison to a two-lane rural arterial section of US 59 in Buchanan County, just northwest of Winthrop. The existing crossing does not meet current design criteria for width and load capacity and requires costly maintenance measures. A scour hole has developed north of the center bridge pier. Project traffic volumes warrant a four-lane crossing. Five alternatives were considered preliminarily, including a No-Build Alternative, a transportation systems alternative, a mass transit Alternative, upgrading of the existing bridge, and the a new build Alternative, which includes eight options, including construction of a new two-lane bridge with replacement or rehabilitation of the existing bridge and construction of a new four-lane bridge upstream or downstream of the existing bridge. Two build alternatives and the No-Build Alternative are considered in detail in this final EIS. Build alternatives under detailed consideration include construction of a new two-lane bridge immediately downstream of the existing bridge (Alternative 4H Rehabilitation), which is the preferred alternative, and retention of the rehabilitated two-lane bridge and replacement of the existing bridge with a four-lane bridge immediately downstream of the existing structure (Alternative 4H Replacement). Estimated costs of alternatives 4H Rehabilitation and 4H Replacement $98.3 million and $88 million, respectively. POSITIVE IMPACTS: Either build Alternative would provide a structurally sound, operationally efficient, economically feasible, and safe Missouri River crossing. The bridge or bridges would accommodate economically sustainable future development within the area and the region. NEGATIVE IMPACTS: The 4H Rehabilitation Alternative would result in the retention of a bridge that would be difficult to replace in the future, and the potential for barge impacts would be high. Both build alternatives would displace a section of floodplain over 5,300 feet wide. Rights-of-way requirements would displace 31.8 to 35.8 acres of farmland, 30.5 to 32.2 acres of prime farmland, two to three acres of Atchison Casting, eight residences, eight to 11 commercial units, 18 acres of wetlands, 83.2 to 88.7 acres of floodplain, 2.1 acres of forest, and habitat for two federally protected species. Demolition of the bridge under the Replacement Alternative would result in the loss of a historically significant structure, and the Alternative would affect six other potentially significant structures. The Rehabilitation Alternative would affect five potentially significant structures. Construction workers would encounter two or three hazardous materials storage tanks. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0270D, Volume 30, Number 2. JF - EPA number: 070201, 355 pages and maps, May 17, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-KS-EIS-06-01-F KW - Archaeological Sites Surveys KW - Bridges KW - Demolition KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 106 Statements KW - Structural Rehabilitation KW - Transportation KW - Kansas KW - Missouri 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 - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36341764?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-05-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+59+--+AMELIA+EARHART+MEMORIAL+BRIDGE+OVER+THE+MISSOURI+RIVER%2C+ATCHISON%2C+KANSAS+TO+US+59%2FSTATE+ROUTE+45+INTERSECTION+IN+BUCHANAN+COUNTY%2C+MISSOURI.&rft.title=US+59+--+AMELIA+EARHART+MEMORIAL+BRIDGE+OVER+THE+MISSOURI+RIVER%2C+ATCHISON%2C+KANSAS+TO+US+59%2FSTATE+ROUTE+45+INTERSECTION+IN+BUCHANAN+COUNTY%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Topeka, Kansas; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: May 17, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WILMINGTON BYPASS US 17 TO US 421, BRUNSWICK AND NEW HANOVER COUNTIES, NORTH CAROLINA. [Part 1 of 4] T2 - WILMINGTON BYPASS US 17 TO US 421, BRUNSWICK AND NEW HANOVER COUNTIES, NORTH CAROLINA. AN - 756824620; 12849-070199_0001 AB - PURPOSE: The construction of a 14.2-mile section of the Wilmington Bypass from US 17 in Brunswick County to US 421 in New Hanover County in the southeastern part of North Carolina, is proposed. Currently, through traffic on US 17 and I-40 must pass through the central business district of Wilmington. If the proposed bypass were not constructed, existing roads and bridges would continue to operate at undesirable levels of service. At the present time, traffic along US 17/74/76 is routed across the Cape Fear River lift-span bridge near downtown Wilmington. When the bridge is in the upright position, traffic is stopped in both directions, adding to congestion and delays. The project would involve the construction of a four-lane, divided, controlled-access freeway to the northwest of Wilmington. The construction of an adjoining 7.8-mile section of the bypass is being considered in a separate EIS. Five alternatives, including a No-Build Alternative (Alternative 1), are considered in this final EIS. Each of the build alternatives would provide an additional crossing of the Cape Fear River, alleviating some of the traffic crossing the existing lift-span bridge. The bridge construction would require that several piers be constructed in the wetlands surrounding the river and also require that the main span piers be constructed on waterline footings within the river. The preferred alternative (Alternative 9) would follow an alignment extending northward from Bishop to parallel the military road turnaround yard, at which point it would diverge to follow a northeast alignment at the Davis Yard to terminate at US 421. Cost of the preferred alternative is estimated at $280.7 million. POSITIVE IMPACTS: The facility would improve access around the city of Wilmington; it also would have local importance as a means of relieving traffic congestion in downtown Wilmington by separating local traffic from through traffic. The project would likely benefit the regional economy by facilitating access to major industries and trade centers. It would also benefit the Marine Corps by expediting the movement of military equipment into and out of Camp Lejeune. NEGATIVE IMPACTS: Rights-of-way requirements would displace 16 residences and nine businesses. The alignment would cross seven major electric transmission lines, three water lines, two gas lines, and 20 streams. Water quality in surrounding streams would be temporarily degraded due to construction-related soil erosion. Chemicals and hazardous materials accidentally spilled during transport could also degrade water quality. Construction would adversely impact seven acres of 36 acres farmland, 124 acres of mesic pine flatwoods, 77 acres of pine/scrub oak, 42 acres of mesic mixed hardwood forest, 67 acres of wet pine flatwoods, 11 acres of coastal plain bottomland hardwoods, four acres of small stream swamp, 42 acres of pocosin/streambed pocosin vegetation, 120 acres of altered natural vegetation communities, 75 acres of urban land, and nine acres of maintained utility rights-of-way. One archaeological site would be affected. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 97-0053D, Volume 21, Number 1. JF - EPA number: 070199, Final EIS--247 pages and maps, Appendices-477 pages, May 16, 2007 PY - 2007 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-96-02-F KW - Archaeological Sites KW - Bridges KW - Creeks KW - Central Business District KW - Farmlands KW - Forests KW - Health Hazard Analyses KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Military Facilities (Marine Corps) KW - Pipelines KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transmission Lines KW - Water Quality KW - Wetlands KW - Cape Fear River KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824620?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-05-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WILMINGTON+BYPASS+US+17+TO+US+421%2C+BRUNSWICK+AND+NEW+HANOVER+COUNTIES%2C+NORTH+CAROLINA.&rft.title=WILMINGTON+BYPASS+US+17+TO+US+421%2C+BRUNSWICK+AND+NEW+HANOVER+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: May 16, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WILMINGTON BYPASS US 17 TO US 421, BRUNSWICK AND NEW HANOVER COUNTIES, NORTH CAROLINA. [Part 4 of 4] T2 - WILMINGTON BYPASS US 17 TO US 421, BRUNSWICK AND NEW HANOVER COUNTIES, NORTH CAROLINA. AN - 756824541; 12849-070199_0004 AB - PURPOSE: The construction of a 14.2-mile section of the Wilmington Bypass from US 17 in Brunswick County to US 421 in New Hanover County in the southeastern part of North Carolina, is proposed. Currently, through traffic on US 17 and I-40 must pass through the central business district of Wilmington. If the proposed bypass were not constructed, existing roads and bridges would continue to operate at undesirable levels of service. At the present time, traffic along US 17/74/76 is routed across the Cape Fear River lift-span bridge near downtown Wilmington. When the bridge is in the upright position, traffic is stopped in both directions, adding to congestion and delays. The project would involve the construction of a four-lane, divided, controlled-access freeway to the northwest of Wilmington. The construction of an adjoining 7.8-mile section of the bypass is being considered in a separate EIS. Five alternatives, including a No-Build Alternative (Alternative 1), are considered in this final EIS. Each of the build alternatives would provide an additional crossing of the Cape Fear River, alleviating some of the traffic crossing the existing lift-span bridge. The bridge construction would require that several piers be constructed in the wetlands surrounding the river and also require that the main span piers be constructed on waterline footings within the river. The preferred alternative (Alternative 9) would follow an alignment extending northward from Bishop to parallel the military road turnaround yard, at which point it would diverge to follow a northeast alignment at the Davis Yard to terminate at US 421. Cost of the preferred alternative is estimated at $280.7 million. POSITIVE IMPACTS: The facility would improve access around the city of Wilmington; it also would have local importance as a means of relieving traffic congestion in downtown Wilmington by separating local traffic from through traffic. The project would likely benefit the regional economy by facilitating access to major industries and trade centers. It would also benefit the Marine Corps by expediting the movement of military equipment into and out of Camp Lejeune. NEGATIVE IMPACTS: Rights-of-way requirements would displace 16 residences and nine businesses. The alignment would cross seven major electric transmission lines, three water lines, two gas lines, and 20 streams. Water quality in surrounding streams would be temporarily degraded due to construction-related soil erosion. Chemicals and hazardous materials accidentally spilled during transport could also degrade water quality. Construction would adversely impact seven acres of 36 acres farmland, 124 acres of mesic pine flatwoods, 77 acres of pine/scrub oak, 42 acres of mesic mixed hardwood forest, 67 acres of wet pine flatwoods, 11 acres of coastal plain bottomland hardwoods, four acres of small stream swamp, 42 acres of pocosin/streambed pocosin vegetation, 120 acres of altered natural vegetation communities, 75 acres of urban land, and nine acres of maintained utility rights-of-way. One archaeological site would be affected. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 97-0053D, Volume 21, Number 1. JF - EPA number: 070199, Final EIS--247 pages and maps, Appendices-477 pages, May 16, 2007 PY - 2007 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-96-02-F KW - Archaeological Sites KW - Bridges KW - Creeks KW - Central Business District KW - Farmlands KW - Forests KW - Health Hazard Analyses KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Military Facilities (Marine Corps) KW - Pipelines KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transmission Lines KW - Water Quality KW - Wetlands KW - Cape Fear River KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824541?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-05-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WILMINGTON+BYPASS+US+17+TO+US+421%2C+BRUNSWICK+AND+NEW+HANOVER+COUNTIES%2C+NORTH+CAROLINA.&rft.title=WILMINGTON+BYPASS+US+17+TO+US+421%2C+BRUNSWICK+AND+NEW+HANOVER+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: May 16, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WILMINGTON BYPASS US 17 TO US 421, BRUNSWICK AND NEW HANOVER COUNTIES, NORTH CAROLINA. [Part 3 of 4] T2 - WILMINGTON BYPASS US 17 TO US 421, BRUNSWICK AND NEW HANOVER COUNTIES, NORTH CAROLINA. AN - 756824529; 12849-070199_0003 AB - PURPOSE: The construction of a 14.2-mile section of the Wilmington Bypass from US 17 in Brunswick County to US 421 in New Hanover County in the southeastern part of North Carolina, is proposed. Currently, through traffic on US 17 and I-40 must pass through the central business district of Wilmington. If the proposed bypass were not constructed, existing roads and bridges would continue to operate at undesirable levels of service. At the present time, traffic along US 17/74/76 is routed across the Cape Fear River lift-span bridge near downtown Wilmington. When the bridge is in the upright position, traffic is stopped in both directions, adding to congestion and delays. The project would involve the construction of a four-lane, divided, controlled-access freeway to the northwest of Wilmington. The construction of an adjoining 7.8-mile section of the bypass is being considered in a separate EIS. Five alternatives, including a No-Build Alternative (Alternative 1), are considered in this final EIS. Each of the build alternatives would provide an additional crossing of the Cape Fear River, alleviating some of the traffic crossing the existing lift-span bridge. The bridge construction would require that several piers be constructed in the wetlands surrounding the river and also require that the main span piers be constructed on waterline footings within the river. The preferred alternative (Alternative 9) would follow an alignment extending northward from Bishop to parallel the military road turnaround yard, at which point it would diverge to follow a northeast alignment at the Davis Yard to terminate at US 421. Cost of the preferred alternative is estimated at $280.7 million. POSITIVE IMPACTS: The facility would improve access around the city of Wilmington; it also would have local importance as a means of relieving traffic congestion in downtown Wilmington by separating local traffic from through traffic. The project would likely benefit the regional economy by facilitating access to major industries and trade centers. It would also benefit the Marine Corps by expediting the movement of military equipment into and out of Camp Lejeune. NEGATIVE IMPACTS: Rights-of-way requirements would displace 16 residences and nine businesses. The alignment would cross seven major electric transmission lines, three water lines, two gas lines, and 20 streams. Water quality in surrounding streams would be temporarily degraded due to construction-related soil erosion. Chemicals and hazardous materials accidentally spilled during transport could also degrade water quality. Construction would adversely impact seven acres of 36 acres farmland, 124 acres of mesic pine flatwoods, 77 acres of pine/scrub oak, 42 acres of mesic mixed hardwood forest, 67 acres of wet pine flatwoods, 11 acres of coastal plain bottomland hardwoods, four acres of small stream swamp, 42 acres of pocosin/streambed pocosin vegetation, 120 acres of altered natural vegetation communities, 75 acres of urban land, and nine acres of maintained utility rights-of-way. One archaeological site would be affected. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 97-0053D, Volume 21, Number 1. JF - EPA number: 070199, Final EIS--247 pages and maps, Appendices-477 pages, May 16, 2007 PY - 2007 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-96-02-F KW - Archaeological Sites KW - Bridges KW - Creeks KW - Central Business District KW - Farmlands KW - Forests KW - Health Hazard Analyses KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Military Facilities (Marine Corps) KW - Pipelines KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transmission Lines KW - Water Quality KW - Wetlands KW - Cape Fear River KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824529?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-05-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WILMINGTON+BYPASS+US+17+TO+US+421%2C+BRUNSWICK+AND+NEW+HANOVER+COUNTIES%2C+NORTH+CAROLINA.&rft.title=WILMINGTON+BYPASS+US+17+TO+US+421%2C+BRUNSWICK+AND+NEW+HANOVER+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: May 16, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WILMINGTON BYPASS US 17 TO US 421, BRUNSWICK AND NEW HANOVER COUNTIES, NORTH CAROLINA. [Part 2 of 4] T2 - WILMINGTON BYPASS US 17 TO US 421, BRUNSWICK AND NEW HANOVER COUNTIES, NORTH CAROLINA. AN - 756824457; 12849-070199_0002 AB - PURPOSE: The construction of a 14.2-mile section of the Wilmington Bypass from US 17 in Brunswick County to US 421 in New Hanover County in the southeastern part of North Carolina, is proposed. Currently, through traffic on US 17 and I-40 must pass through the central business district of Wilmington. If the proposed bypass were not constructed, existing roads and bridges would continue to operate at undesirable levels of service. At the present time, traffic along US 17/74/76 is routed across the Cape Fear River lift-span bridge near downtown Wilmington. When the bridge is in the upright position, traffic is stopped in both directions, adding to congestion and delays. The project would involve the construction of a four-lane, divided, controlled-access freeway to the northwest of Wilmington. The construction of an adjoining 7.8-mile section of the bypass is being considered in a separate EIS. Five alternatives, including a No-Build Alternative (Alternative 1), are considered in this final EIS. Each of the build alternatives would provide an additional crossing of the Cape Fear River, alleviating some of the traffic crossing the existing lift-span bridge. The bridge construction would require that several piers be constructed in the wetlands surrounding the river and also require that the main span piers be constructed on waterline footings within the river. The preferred alternative (Alternative 9) would follow an alignment extending northward from Bishop to parallel the military road turnaround yard, at which point it would diverge to follow a northeast alignment at the Davis Yard to terminate at US 421. Cost of the preferred alternative is estimated at $280.7 million. POSITIVE IMPACTS: The facility would improve access around the city of Wilmington; it also would have local importance as a means of relieving traffic congestion in downtown Wilmington by separating local traffic from through traffic. The project would likely benefit the regional economy by facilitating access to major industries and trade centers. It would also benefit the Marine Corps by expediting the movement of military equipment into and out of Camp Lejeune. NEGATIVE IMPACTS: Rights-of-way requirements would displace 16 residences and nine businesses. The alignment would cross seven major electric transmission lines, three water lines, two gas lines, and 20 streams. Water quality in surrounding streams would be temporarily degraded due to construction-related soil erosion. Chemicals and hazardous materials accidentally spilled during transport could also degrade water quality. Construction would adversely impact seven acres of 36 acres farmland, 124 acres of mesic pine flatwoods, 77 acres of pine/scrub oak, 42 acres of mesic mixed hardwood forest, 67 acres of wet pine flatwoods, 11 acres of coastal plain bottomland hardwoods, four acres of small stream swamp, 42 acres of pocosin/streambed pocosin vegetation, 120 acres of altered natural vegetation communities, 75 acres of urban land, and nine acres of maintained utility rights-of-way. One archaeological site would be affected. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 97-0053D, Volume 21, Number 1. JF - EPA number: 070199, Final EIS--247 pages and maps, Appendices-477 pages, May 16, 2007 PY - 2007 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-96-02-F KW - Archaeological Sites KW - Bridges KW - Creeks KW - Central Business District KW - Farmlands KW - Forests KW - Health Hazard Analyses KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Military Facilities (Marine Corps) KW - Pipelines KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transmission Lines KW - Water Quality KW - Wetlands KW - Cape Fear River KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824457?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-05-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WILMINGTON+BYPASS+US+17+TO+US+421%2C+BRUNSWICK+AND+NEW+HANOVER+COUNTIES%2C+NORTH+CAROLINA.&rft.title=WILMINGTON+BYPASS+US+17+TO+US+421%2C+BRUNSWICK+AND+NEW+HANOVER+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: May 16, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WILMINGTON BYPASS US 17 TO US 421, BRUNSWICK AND NEW HANOVER COUNTIES, NORTH CAROLINA. AN - 36342184; 12849 AB - PURPOSE: The construction of a 14.2-mile section of the Wilmington Bypass from US 17 in Brunswick County to US 421 in New Hanover County in the southeastern part of North Carolina, is proposed. Currently, through traffic on US 17 and I-40 must pass through the central business district of Wilmington. If the proposed bypass were not constructed, existing roads and bridges would continue to operate at undesirable levels of service. At the present time, traffic along US 17/74/76 is routed across the Cape Fear River lift-span bridge near downtown Wilmington. When the bridge is in the upright position, traffic is stopped in both directions, adding to congestion and delays. The project would involve the construction of a four-lane, divided, controlled-access freeway to the northwest of Wilmington. The construction of an adjoining 7.8-mile section of the bypass is being considered in a separate EIS. Five alternatives, including a No-Build Alternative (Alternative 1), are considered in this final EIS. Each of the build alternatives would provide an additional crossing of the Cape Fear River, alleviating some of the traffic crossing the existing lift-span bridge. The bridge construction would require that several piers be constructed in the wetlands surrounding the river and also require that the main span piers be constructed on waterline footings within the river. The preferred alternative (Alternative 9) would follow an alignment extending northward from Bishop to parallel the military road turnaround yard, at which point it would diverge to follow a northeast alignment at the Davis Yard to terminate at US 421. Cost of the preferred alternative is estimated at $280.7 million. POSITIVE IMPACTS: The facility would improve access around the city of Wilmington; it also would have local importance as a means of relieving traffic congestion in downtown Wilmington by separating local traffic from through traffic. The project would likely benefit the regional economy by facilitating access to major industries and trade centers. It would also benefit the Marine Corps by expediting the movement of military equipment into and out of Camp Lejeune. NEGATIVE IMPACTS: Rights-of-way requirements would displace 16 residences and nine businesses. The alignment would cross seven major electric transmission lines, three water lines, two gas lines, and 20 streams. Water quality in surrounding streams would be temporarily degraded due to construction-related soil erosion. Chemicals and hazardous materials accidentally spilled during transport could also degrade water quality. Construction would adversely impact seven acres of 36 acres farmland, 124 acres of mesic pine flatwoods, 77 acres of pine/scrub oak, 42 acres of mesic mixed hardwood forest, 67 acres of wet pine flatwoods, 11 acres of coastal plain bottomland hardwoods, four acres of small stream swamp, 42 acres of pocosin/streambed pocosin vegetation, 120 acres of altered natural vegetation communities, 75 acres of urban land, and nine acres of maintained utility rights-of-way. One archaeological site would be affected. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 97-0053D, Volume 21, Number 1. JF - EPA number: 070199, Final EIS--247 pages and maps, Appendices-477 pages, May 16, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-96-02-F KW - Archaeological Sites KW - Bridges KW - Creeks KW - Central Business District KW - Farmlands KW - Forests KW - Health Hazard Analyses KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Military Facilities (Marine Corps) KW - Pipelines KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transmission Lines KW - Water Quality KW - Wetlands KW - Cape Fear River KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342184?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-05-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WILMINGTON+BYPASS+US+17+TO+US+421%2C+BRUNSWICK+AND+NEW+HANOVER+COUNTIES%2C+NORTH+CAROLINA.&rft.title=WILMINGTON+BYPASS+US+17+TO+US+421%2C+BRUNSWICK+AND+NEW+HANOVER+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: May 16, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). AN - 36346602; 12833 AB - PURPOSE: The establishment of an Electronic Scoring Site (ESS) system is proposed to support realistic B-52 and B-1 bomber training operations within approximately 600 nautical miles of Barksdale and Dyess Air Force Bases (AFBs) in New Mexico and/or Texas. The Realistic Bomber Training Initiative proposed to establish linked military airspace and ground-based assets to support realistic training. Training airspace and ground-based assets would be arranged to provide a sequence of training activities that mirror combat missions. Currently, aircrews cannot conduct needed training without flying long distances, wasting valuable training time. Existing airspace and other training components closer to the affected AFBs lack realism and do not allow integrated training. Four alternatives, including a No Action Alternative (Alternative A), were considered in the final EIS of October 2005. Under the No Action Alternative bombers would continue to use existing airspace and existing ESSs at current levels. Action alternatives would involve changes in the structure and use of airspace; closure of ESSs at Harrison, Arkansas and La Junta, Colorado; and construction of 10 new emitter sites and two ESS sites. Airspace modifications would include creation of new airspace in some areas and elimination of airspace in others. Action alternatives B and C would lie almost wholly in western Texas, while Alternative D would be located in northeastern New Mexico. Alternatives B, C, and D would cover approximately 85, 80, and 90 percent of the existing airspace. Alternative B is both the Air Force's preferred alternative and the environmentally preferred alternative. This final supplement to the final EIS, which responds to a U.S. Court of Appears (Fifth Circuit) opinion of October 12, 2004, addresses potential impacts to structures, vehicles, persons, wildlife, and livestock from aircraft wake vortices as well as other miscellaneous issues raised by the Federal Aeronautics Administration in comments to the court. POSITIVE IMPACTS: Action alternatives would allow B-52 and B-1 aircrews to receive needed combat training and maximize combat training time, helping to insure national and international security. The study conducted for the development of this draft supplement indicates that wake vortices from standard B-52 and B-1B low-altitude training flights fail to generate sufficient wind velocities to damage ground structures and vehicles or pose a hazard to people or animals on the surface, except under rare atmospheric conditions. NEGATIVE IMPACTS: Under the three action alternatives, impacts to airspace management, air safety, socioeconomics, environmental justice, cultural resources, and soil and water resources would be negligible to minimal. Aircraft noise would increase by one to 13 decibels in some parts of the proposed military training routes associated with Alternatives B and C, and to one to 18 decibels in portions of the military training route for Alternative D. Alternatives B, C, and D would result in overflights of two, two, and 13 special use land management areas (e.g., state parks and wild and scenic rivers), respectively, exposing the affected areas to aircraft noise. Some prime farmland would be affected by any action alternative, although this would not constitute in irreversible change in land use. Alternatives B and C would result in negligible to minimal impacts to biological resources, including low-altitude overflights over estimated aplomado falcon historic range though only four falcons have been observed in the affected areas since 1992. Alternative D would increase low-altitude overflights of known or suspected habitat for federally listed threatened or endangered bird species, namely, peregrine falcon, Mexican spotted owl, and bald eagle. PRIOR REFERENCES: For the abstract of the draft supplemental EIS, see 06-0007D, Volume 30, Number 1. For the abstracts of the draft and final EISs, see 99-0107D, Volume 23, Number 2 and 00-0156F, Volume 24, Number 2, respectively. JF - EPA number: 070183, 287 pages, May 11, 2007 PY - 2007 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Air Quality Assessments KW - Biologic Assessments KW - Birds KW - Buildings KW - Endangered Species (Animals) KW - Farmlands KW - Health Hazard Analyses KW - Land Management KW - Military Operations (Air Force) KW - Noise Assessments KW - Socioeconomic Assessments KW - Soils Surveys KW - Weapon Systems KW - Wildlife KW - Arizona KW - Barksdale Air Force Base KW - Dyess Air Force Base KW - New Mexico KW - Texas UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346602?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-05-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.title=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Langley Air Force Base, Virginia; AF N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: May 11, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FORT DRUM CONNECTOR ROUTE (I-81 TO FORT DRUM NORTH GATE), TOWNS OF LE RAY AND PAMELIA, JEFFERSON COUNTY, NEW YORK. AN - 36342924; 12839 AB - PURPOSE: The construction of a new arterial/freeway facility to connect Interstate 81 (I-81) to US 11 at the Fort Drum North Gate in the towns of Pamelia and Le Ray, Jefferson County, New York is proposed. The connector facility would be located north of Watertown. The project would provide a four-lane connector from I-81 to Fort Drum Army Base to enhance the strategic viability of the fort. The existing connection between US 11 and Fort Drum follows New York Route 342, which is a two-lane highway, and US 11, which is a four-lane, undivided highway. Depending on the alternative selected, the facility would be either an fully controlled access interstate highway or a combined partially controlled access state and interstate facility. Four alternatives, including a No-Build Alternative, are considered in this draft EIS. The preferred alternative (Alternative NC4) would provide 4.3 miles of four-lane divided highway built to interstate standards on a new alignment. The new connection at I-81 would be an interchange located approximately 0.75 mile north of Exit 48 (New York 342); the Fort Drum connection would also consist of an interchange. The travel distance along the preferred alternative would be 7.9 miles. The design speed would be 70 miles per hour. Cost o f the preferred alternative is estimated at $63 million, and the benefit cost ratio is estimated at 1.46. POSITIVE IMPACTS: In addition to enhancing the strategic viability of Fort Drum, the project would accommodate current and anticipated traffic volumes and address safety concerns related to design flaws and low-capacity characterizing the existing facilities. The project would enhance the overall economic viability of the businesses and communities along the study corridor. Improved operating efficiency along the new connector would result in a significant decrease in the emission of criterion air pollutants. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of three residences, 3.94 acres of wetlands, and 76 acres of farmland. Traffic-generated noise would exceed federal standards at one sensitive receptor site and 50 receptor sites would experience significant increase in noise levels; one noise barrier has been proposed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 070188, Draft EIS (Volume I)--277 pages and maps, Volume II--101 pages (oversize), Volume III (Part 1)--177 pages and maps, Volume III (Part 2)--788 pages, Level of Service (Volume 1)--281 pages, Level of Service (Volume 2)--367 pages, Level of Service (Volume 3)--354 pages, Level of Service (Volume 4)--525 pages, North Country Transportation Study--181 pages, TRANSCAD Traffic Forecasts--146 pages and maps, Wetland Delineation Report (Volume 1)--55 pages and maps, Wetland Delineation Report (Volume 2)--181 pages and maps, Wetland Delineation Report (Volume 3)--262 pages and maps, pages and maps, Wetland Delineation Report (Volume 4)--251 pages and maps, Origin-Destination Study--117 pages, Cultural Resources Report (Literature and Sensitivity Assessment)--89 pages and maps, Cultural Resources Report (Architectural Survey)--167 pages, Cultural Resources Report (Field Reconnaissance)--154 pages, Cultural Resources Report (Appendices)--468 pages, Cultural Resources Report (Projec, May 10, 2007 PY - 2007 SP - ages and maps, Wetland Delineation Report (Volume 4) EP - -251 pages and maps, Origin-Destination Study--117 pages, Cultural Resources Report (Literature and Sensitivity Assessment)--89 pages and maps, Cultural Resources Report (Architectural Survey)--167 pages, Cultural Resources Report (Field Reconnaissance)--154 pages, Cultural Resources Report (Appendices)--468 pages, Cultural Resources Report (Projec, May 10 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-07-05-D KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Cultural Resources Assessments KW - Cultural Resources Surveys KW - Energy Consumption Assessments KW - Farmlands KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Military Facilities (Army) KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife Surveys KW - Fort Drum Army Base KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342924?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-05-10&rft.volume=&rft.issue=&rft.spage=ages+and+maps&rft.isbn=&rft.btitle=FORT+DRUM+CONNECTOR+ROUTE+%28I-81+TO+FORT+DRUM+NORTH+GATE%29%2C+TOWNS+OF+LE+RAY+AND+PAMELIA%2C+JEFFERSON+COUNTY%2C+NEW+YORK.&rft.title=FORT+DRUM+CONNECTOR+ROUTE+%28I-81+TO+FORT+DRUM+NORTH+GATE%29%2C+TOWNS+OF+LE+RAY+AND+PAMELIA%2C+JEFFERSON+COUNTY%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Draft. Preparation date: May 10, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BIG BEAR LAKE BRIDGE REPLACEMENT STUDY, NEAR THE INTERSECTION OF STATE ROUTE 18 AND STATE ROUTE 38 (08-SBD-18-KP 71.1 TO 71.9, SAN BERNARDINO COUNTY, CALIFORNIA. [Part 1 of 3] T2 - BIG BEAR LAKE BRIDGE REPLACEMENT STUDY, NEAR THE INTERSECTION OF STATE ROUTE 18 AND STATE ROUTE 38 (08-SBD-18-KP 71.1 TO 71.9, SAN BERNARDINO COUNTY, CALIFORNIA. AN - 756824891; 12834-070183_0001 AB - PURPOSE: The replacement of the Big Bear Lake Bridge (Bridge No. 54-0310) and implementation of associated road improvements near Big Bear Lake in San Bernardino County, California is proposed. The existing two-lane bridge, located atop the Big Bear Dam one mile west of the city of Big Bear Lake, is deteriorating and functionally obsolete. In addition, the State transportation authorities have determined that a third lane is required to improve traffic channelization at the State Route (SR) 18/38 intersection. After screening five preliminary action alternatives, two action alternatives and a No Action Alternative were retained for detailed consideration in this final EIS of August 2003 {NOT IN MY DATABASE}. Action Alternative 4 would involve construction of a new three-lane bridge across Big Bear Lake, while Action Alternative 5 would involve construction of a new bridge across Bear Canyon/Bear Creek. Both alternatives would include realignment and widening of the bridge and approach roadways, signalization of the intersection of SR 18 and SR 38, and demolition of the existing bridge. Costs of alternatives 4 and 5 are $19 million $15.3 million and $24.2 million, respectively. Alternative 5 has been selected as the preferred alternative. POSITIVE IMPACTS: Replacing the existing bridge, which is characterized by inadequate capacity and structural deficiencies, would improve the safety and operational efficiency of the crossing. Moreover, demolition of the existing bridge would allow the Big Bear Municipal Water District to compete their planned spillway and outlet works improvements on the Big Bear Dam. NEGATIVE IMPACTS: Alternative 4 would displace 0.007 acre of jurisdictional waters of the U.S.. Floodplain land would be traversed, but impacts on flood levels would be insignificant. Two properties eligible for inclusion in the National Register of Historic Places would be affected due to alteration of visual aesthetics, and 0.37 to 0.47 acre of Big Be Lake shoreline and a total of one to 2.5 acres of recreational lands, including the lake and shoreline, would be displaced. Habitat for the federally protected South Rubber Boa and bald eagle would be affected by the loss of four to 11 perch trees. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the revised draft EIS, see 06-0268D, Volume 30, Number 2. JF - EPA number: 070183, 498 pages and maps, May 7, 2007 PY - 2007 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-03-F KW - Air Quality Assessments KW - Birds KW - Bridges KW - Dams KW - Demolition KW - Endangered Species (Animals) KW - Floodplains KW - Highways KW - Lakes KW - Recreation Resources KW - Reservoirs KW - Section 4(f) Statements KW - Transportation KW - Water Storage KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Big Bear Lake KW - San Bernardino National Forest KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824891?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-05-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BIG+BEAR+LAKE+BRIDGE+REPLACEMENT+STUDY%2C+NEAR+THE+INTERSECTION+OF+STATE+ROUTE+18+AND+STATE+ROUTE+38+%2808-SBD-18-KP+71.1+TO+71.9%2C+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA.&rft.title=BIG+BEAR+LAKE+BRIDGE+REPLACEMENT+STUDY%2C+NEAR+THE+INTERSECTION+OF+STATE+ROUTE+18+AND+STATE+ROUTE+38+%2808-SBD-18-KP+71.1+TO+71.9%2C+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: May 7, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BIG BEAR LAKE BRIDGE REPLACEMENT STUDY, NEAR THE INTERSECTION OF STATE ROUTE 18 AND STATE ROUTE 38 (08-SBD-18-KP 71.1 TO 71.9, SAN BERNARDINO COUNTY, CALIFORNIA. [Part 2 of 3] T2 - BIG BEAR LAKE BRIDGE REPLACEMENT STUDY, NEAR THE INTERSECTION OF STATE ROUTE 18 AND STATE ROUTE 38 (08-SBD-18-KP 71.1 TO 71.9, SAN BERNARDINO COUNTY, CALIFORNIA. AN - 756824461; 12834-070183_0002 AB - PURPOSE: The replacement of the Big Bear Lake Bridge (Bridge No. 54-0310) and implementation of associated road improvements near Big Bear Lake in San Bernardino County, California is proposed. The existing two-lane bridge, located atop the Big Bear Dam one mile west of the city of Big Bear Lake, is deteriorating and functionally obsolete. In addition, the State transportation authorities have determined that a third lane is required to improve traffic channelization at the State Route (SR) 18/38 intersection. After screening five preliminary action alternatives, two action alternatives and a No Action Alternative were retained for detailed consideration in this final EIS of August 2003 {NOT IN MY DATABASE}. Action Alternative 4 would involve construction of a new three-lane bridge across Big Bear Lake, while Action Alternative 5 would involve construction of a new bridge across Bear Canyon/Bear Creek. Both alternatives would include realignment and widening of the bridge and approach roadways, signalization of the intersection of SR 18 and SR 38, and demolition of the existing bridge. Costs of alternatives 4 and 5 are $19 million $15.3 million and $24.2 million, respectively. Alternative 5 has been selected as the preferred alternative. POSITIVE IMPACTS: Replacing the existing bridge, which is characterized by inadequate capacity and structural deficiencies, would improve the safety and operational efficiency of the crossing. Moreover, demolition of the existing bridge would allow the Big Bear Municipal Water District to compete their planned spillway and outlet works improvements on the Big Bear Dam. NEGATIVE IMPACTS: Alternative 4 would displace 0.007 acre of jurisdictional waters of the U.S.. Floodplain land would be traversed, but impacts on flood levels would be insignificant. Two properties eligible for inclusion in the National Register of Historic Places would be affected due to alteration of visual aesthetics, and 0.37 to 0.47 acre of Big Be Lake shoreline and a total of one to 2.5 acres of recreational lands, including the lake and shoreline, would be displaced. Habitat for the federally protected South Rubber Boa and bald eagle would be affected by the loss of four to 11 perch trees. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the revised draft EIS, see 06-0268D, Volume 30, Number 2. JF - EPA number: 070183, 498 pages and maps, May 7, 2007 PY - 2007 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-03-F KW - Air Quality Assessments KW - Birds KW - Bridges KW - Dams KW - Demolition KW - Endangered Species (Animals) KW - Floodplains KW - Highways KW - Lakes KW - Recreation Resources KW - Reservoirs KW - Section 4(f) Statements KW - Transportation KW - Water Storage KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Big Bear Lake KW - San Bernardino National Forest KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824461?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-05-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BIG+BEAR+LAKE+BRIDGE+REPLACEMENT+STUDY%2C+NEAR+THE+INTERSECTION+OF+STATE+ROUTE+18+AND+STATE+ROUTE+38+%2808-SBD-18-KP+71.1+TO+71.9%2C+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA.&rft.title=BIG+BEAR+LAKE+BRIDGE+REPLACEMENT+STUDY%2C+NEAR+THE+INTERSECTION+OF+STATE+ROUTE+18+AND+STATE+ROUTE+38+%2808-SBD-18-KP+71.1+TO+71.9%2C+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: May 7, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BIG BEAR LAKE BRIDGE REPLACEMENT STUDY, NEAR THE INTERSECTION OF STATE ROUTE 18 AND STATE ROUTE 38 (08-SBD-18-KP 71.1 TO 71.9, SAN BERNARDINO COUNTY, CALIFORNIA. [Part 3 of 3] T2 - BIG BEAR LAKE BRIDGE REPLACEMENT STUDY, NEAR THE INTERSECTION OF STATE ROUTE 18 AND STATE ROUTE 38 (08-SBD-18-KP 71.1 TO 71.9, SAN BERNARDINO COUNTY, CALIFORNIA. AN - 756824399; 12834-070183_0003 AB - PURPOSE: The replacement of the Big Bear Lake Bridge (Bridge No. 54-0310) and implementation of associated road improvements near Big Bear Lake in San Bernardino County, California is proposed. The existing two-lane bridge, located atop the Big Bear Dam one mile west of the city of Big Bear Lake, is deteriorating and functionally obsolete. In addition, the State transportation authorities have determined that a third lane is required to improve traffic channelization at the State Route (SR) 18/38 intersection. After screening five preliminary action alternatives, two action alternatives and a No Action Alternative were retained for detailed consideration in this final EIS of August 2003 {NOT IN MY DATABASE}. Action Alternative 4 would involve construction of a new three-lane bridge across Big Bear Lake, while Action Alternative 5 would involve construction of a new bridge across Bear Canyon/Bear Creek. Both alternatives would include realignment and widening of the bridge and approach roadways, signalization of the intersection of SR 18 and SR 38, and demolition of the existing bridge. Costs of alternatives 4 and 5 are $19 million $15.3 million and $24.2 million, respectively. Alternative 5 has been selected as the preferred alternative. POSITIVE IMPACTS: Replacing the existing bridge, which is characterized by inadequate capacity and structural deficiencies, would improve the safety and operational efficiency of the crossing. Moreover, demolition of the existing bridge would allow the Big Bear Municipal Water District to compete their planned spillway and outlet works improvements on the Big Bear Dam. NEGATIVE IMPACTS: Alternative 4 would displace 0.007 acre of jurisdictional waters of the U.S.. Floodplain land would be traversed, but impacts on flood levels would be insignificant. Two properties eligible for inclusion in the National Register of Historic Places would be affected due to alteration of visual aesthetics, and 0.37 to 0.47 acre of Big Be Lake shoreline and a total of one to 2.5 acres of recreational lands, including the lake and shoreline, would be displaced. Habitat for the federally protected South Rubber Boa and bald eagle would be affected by the loss of four to 11 perch trees. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the revised draft EIS, see 06-0268D, Volume 30, Number 2. JF - EPA number: 070183, 498 pages and maps, May 7, 2007 PY - 2007 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-03-F KW - Air Quality Assessments KW - Birds KW - Bridges KW - Dams KW - Demolition KW - Endangered Species (Animals) KW - Floodplains KW - Highways KW - Lakes KW - Recreation Resources KW - Reservoirs KW - Section 4(f) Statements KW - Transportation KW - Water Storage KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Big Bear Lake KW - San Bernardino National Forest KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824399?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-05-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BIG+BEAR+LAKE+BRIDGE+REPLACEMENT+STUDY%2C+NEAR+THE+INTERSECTION+OF+STATE+ROUTE+18+AND+STATE+ROUTE+38+%2808-SBD-18-KP+71.1+TO+71.9%2C+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA.&rft.title=BIG+BEAR+LAKE+BRIDGE+REPLACEMENT+STUDY%2C+NEAR+THE+INTERSECTION+OF+STATE+ROUTE+18+AND+STATE+ROUTE+38+%2808-SBD-18-KP+71.1+TO+71.9%2C+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: May 7, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BIG BEAR LAKE BRIDGE REPLACEMENT STUDY, NEAR THE INTERSECTION OF STATE ROUTE 18 AND STATE ROUTE 38 (08-SBD-18-KP 71.1 TO 71.9, SAN BERNARDINO COUNTY, CALIFORNIA. AN - 36347309; 12834 AB - PURPOSE: The replacement of the Big Bear Lake Bridge (Bridge No. 54-0310) and implementation of associated road improvements near Big Bear Lake in San Bernardino County, California is proposed. The existing two-lane bridge, located atop the Big Bear Dam one mile west of the city of Big Bear Lake, is deteriorating and functionally obsolete. In addition, the State transportation authorities have determined that a third lane is required to improve traffic channelization at the State Route (SR) 18/38 intersection. After screening five preliminary action alternatives, two action alternatives and a No Action Alternative were retained for detailed consideration in this final EIS of August 2003 {NOT IN MY DATABASE}. Action Alternative 4 would involve construction of a new three-lane bridge across Big Bear Lake, while Action Alternative 5 would involve construction of a new bridge across Bear Canyon/Bear Creek. Both alternatives would include realignment and widening of the bridge and approach roadways, signalization of the intersection of SR 18 and SR 38, and demolition of the existing bridge. Costs of alternatives 4 and 5 are $19 million $15.3 million and $24.2 million, respectively. Alternative 5 has been selected as the preferred alternative. POSITIVE IMPACTS: Replacing the existing bridge, which is characterized by inadequate capacity and structural deficiencies, would improve the safety and operational efficiency of the crossing. Moreover, demolition of the existing bridge would allow the Big Bear Municipal Water District to compete their planned spillway and outlet works improvements on the Big Bear Dam. NEGATIVE IMPACTS: Alternative 4 would displace 0.007 acre of jurisdictional waters of the U.S.. Floodplain land would be traversed, but impacts on flood levels would be insignificant. Two properties eligible for inclusion in the National Register of Historic Places would be affected due to alteration of visual aesthetics, and 0.37 to 0.47 acre of Big Be Lake shoreline and a total of one to 2.5 acres of recreational lands, including the lake and shoreline, would be displaced. Habitat for the federally protected South Rubber Boa and bald eagle would be affected by the loss of four to 11 perch trees. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the revised draft EIS, see 06-0268D, Volume 30, Number 2. JF - EPA number: 070183, 498 pages and maps, May 7, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-03-F KW - Air Quality Assessments KW - Birds KW - Bridges KW - Dams KW - Demolition KW - Endangered Species (Animals) KW - Floodplains KW - Highways KW - Lakes KW - Recreation Resources KW - Reservoirs KW - Section 4(f) Statements KW - Transportation KW - Water Storage KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Big Bear Lake KW - San Bernardino National Forest KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347309?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-05-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BIG+BEAR+LAKE+BRIDGE+REPLACEMENT+STUDY%2C+NEAR+THE+INTERSECTION+OF+STATE+ROUTE+18+AND+STATE+ROUTE+38+%2808-SBD-18-KP+71.1+TO+71.9%2C+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA.&rft.title=BIG+BEAR+LAKE+BRIDGE+REPLACEMENT+STUDY%2C+NEAR+THE+INTERSECTION+OF+STATE+ROUTE+18+AND+STATE+ROUTE+38+%2808-SBD-18-KP+71.1+TO+71.9%2C+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: May 7, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTHWEST I-75/I-575 CORRIDOR, COBB AND CHEROKEE COUNTIES, GEORGIA. AN - 36347042; 12836 AB - PURPOSE: The implementation of improvements in the Northwest Interstate 75 (I-75)/I-575 Corridor in the Atlanta metropolitan area of Georgia is proposed. The Northwest Corridor, which extends from downtown Atlanta in Fulton County northwest into Cobb and Cherokee counties, encompasses a substantial portion of the region's population, including several low-income and Hispanic communities. The metropolitan area has experienced tremendous growth in population and employment since 1990, particularly in the Northwest Corridor. Improvements under consideration could include transportation systems management (TSM) features, high-occupancy vehicle (HOV) and truck-only lanes, bus rapid transit (BRT) stations, park-and-ride lots, a maintenance facility, and improved local and express bus service. The HOV and truck-only lanes could be established as toll facilities to improve effectiveness. Five alternatives, including a No-Build Alternative, are e considered in this draft EIS. The HOV/TOL Alternative would provide for a minimum expansion of transit service in the corridor, differing from the No-Build Alternative only through the provision of express bus routes operating in HOV lanes. The HOV/TOL/TSM Alternative would provide for low-cost transit improvements, including a major expansion of express bus service operating in the HOV lanes as well as supporting transit facilities, such as park-and-ride lots and bus transfer facilities. The HOV/TOL/BRT Alternative would provide five BRT stations at proposed special HOV interchanges on I-75 where vehicles would have direct access to HOV lanes. The BRT stations would be located at Town Center, Marietta, Franklin Road, Terrell Mill Road, and Cumberland-Galleria. This alternative would also feature off-vehicle fare collection, multi=-level parking structures at some of the BRT stations, and commuter-type transit vehicles. The HOV/TOL/Reduced BRT Alternative would be similar to the HOV/TOL/BRT Alternative, except only three stations would be provided along the I-75 corridor (Town Center, Marietta, and Franklin Road). The HOV and truck-only lane improvements would be essentially the same throughout the I-75 and I-575 corridor under all build alternatives. Depending on the build alternative considered, cost of the project ranges from $3.52 billion to $4.07 billion. POSITIVE IMPACTS: The project would improve the transportation effectiveness of I-75 and I-575, allowing the facilities to accommodate additional traffic and contributing to the improved performance of the regional system. In addition the improved facilities would provide additional transportation mode choices that increase the capacity of I-75 and I-575. Improved movement of traffic would reduce emission of criteria air pollutants somewhat. Construction spending would generate 20,600 to 27,700 person-years of employment. NEGATIVE IMPACTS: Depending on the build alternative selected, rights-of-way development would result in 93 to 111 full and 109 to 197 partial acquisitions of property parcels, resulting in the displacement of 294 to 328 residences, 46 to 49 businesses, and one other property. From 99 to 121 jobs would be displaced. Property acquisitions would reduce the tax base by $5.7 million to $5.8 million. Access and circulation would be affected in six neighborhoods and community cohesion in seven. Low-income and minority groups would be disproportionately affected by displacements and community disruptions, which would include degradation of visual aesthetics due to the presence of additional transportation infrastructure. The project would require the relocation of 16,182 to 16,353 linear feet of stream, displacement of 4.2 to 4.35 acres of wetlands, and the placement of fill in 53 acres of floodplain. Traffic-generated noise would exceed federal standards in the vicinity of well over 700 sensitive noise receptors. Construction workers would encounter 24 to 26 hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) Federal Transit Law (49 U.S.C. 5301 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 070185, Draft EIS--789 pages, Maps and Exhibits--69 pages (oversize, May 7, 2007 PY - 2007 KW - Roads and Railroads KW - Community Facilities KW - Creeks KW - Employment KW - Environmental Justice KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Georgia KW - Executive Order 12898, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347042?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-05-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTHWEST+I-75%2FI-575+CORRIDOR%2C+COBB+AND+CHEROKEE+COUNTIES%2C+GEORGIA.&rft.title=NORTHWEST+I-75%2FI-575+CORRIDOR%2C+COBB+AND+CHEROKEE+COUNTIES%2C+GEORGIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Draft. Preparation date: May 7, 2007 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - Bogachiel Landslide: Material-Dependent Control on Deformation Behavior T2 - 103rd Annual Meeting of the Cordilleran Section, Geological Society of America AN - 40624837; 4565467 JF - 103rd Annual Meeting of the Cordilleran Section, Geological Society of America AU - Badger, T C Y1 - 2007/05/04/ PY - 2007 DA - 2007 May 04 KW - Landslides KW - Deformation KW - U 5500:Geoscience UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40624837?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=103rd+Annual+Meeting+of+the+Cordilleran+Section%2C+Geological+Society+of+America&rft.atitle=Bogachiel+Landslide%3A+Material-Dependent+Control+on+Deformation+Behavior&rft.au=Badger%2C+T+C&rft.aulast=Badger&rft.aufirst=T&rft.date=2007-05-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=103rd+Annual+Meeting+of+the+Cordilleran+Section%2C+Geological+Society+of+America&rft.issn=&rft_id=info:doi/ L2 - http://gsa.confex.com/gsa/2007CD/finalprogram/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-27 N1 - Last updated - 2010-05-03 ER - TY - JOUR T1 - The Little Ice Age in the Sierra Nevada and Cascade Mountains; the story from cirque glaciers AN - 51351001; 2007-117033 AB - Alpine moraine and lake-sediment records in the Sierra Nevada and Cascades provide a consistent story of glacier advance during the Little Ice Age (LIA), indicating that most cirque and small valley glaciers throughout these mountains were much smaller or absent immediately before the LIA, reached their Holocene maxima late in the LIA, and have retreated rapidly since then. Our work further suggests that sediment cores from lakes below small glaciers in crystalline bedrock may provide highly sensitive proxy records of glacier extent and health in such basins. Detailed field mapping, relative weathering constraints, and dendrochronological dating on moraines provide direct evidence that the Holocene maximum advance throughout the Sierra and much of the Cascades occurred during the last millennium, and, where constrained, during the last 200 years. This finding is consistent with historic observations and photographs showing glaciers in the region at or near their LIA maxima late in the 19th Century. Glacial rock flour deposited in lakes below modern glaciers provides a less direct but more complete record of glacier activity. Increases in fine clastic rock flour began shortly after approximately 600 cal yr. B.P., and culminated in the last 200 yr. In the case of the Palisade Glacier in the central Sierra Nevada, the rock flour record peaked approximately A.D. 1800. This record is particularly noteworthy because the decline in rock flour after this peak resulted from thinning of the glacier rather than actual retreat from its moraine, which did not commence until the early 20th Century. This finding suggests that rock-flour production in such sediment-starved basins relies on sliding velocity as well as glacierized area, making such sites highly sensitive to glacier health (as reflected by ice-flow rate) as well as areal extent. Future studies focusing on close-sampling should therefore be able to take advantage of this relationship to develop higher-resolution records of late-Holocene glacier fluctuations. It's notable that records of Holocene glacier advances appear to be more complex on the major Cascade volcanoes and in the Coast Ranges of British Columbia, where the LIA advances may have been preceded by more extensive Neoglacial advances. JF - Abstracts with Programs - Geological Society of America AU - Clark, Douglas H AU - Bowerman, Nicole D AU - Bilderback, Eric AU - Cashman, Benjamin AU - Burrows, Robert AU - Anonymous Y1 - 2007/05// PY - 2007 DA - May 2007 SP - 81 PB - Geological Society of America (GSA), Boulder, CO VL - 39 IS - 4 SN - 0016-7592, 0016-7592 KW - United States KW - Sierra Nevada KW - Washington KW - terrestrial environment KW - last glacial maximum KW - Quaternary KW - landform evolution KW - glaciers KW - British Columbia KW - glacial features KW - Holocene KW - Cenozoic KW - Cascade Range KW - California KW - Oregon KW - fluctuations KW - Coast Ranges KW - Canada KW - Neoglacial KW - moraines KW - Western Canada KW - cirques KW - alpine environment KW - 24:Quaternary geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51351001?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=The+Little+Ice+Age+in+the+Sierra+Nevada+and+Cascade+Mountains%3B+the+story+from+cirque+glaciers&rft.au=Clark%2C+Douglas+H%3BBowerman%2C+Nicole+D%3BBilderback%2C+Eric%3BCashman%2C+Benjamin%3BBurrows%2C+Robert%3BAnonymous&rft.aulast=Clark&rft.aufirst=Douglas&rft.date=2007-05-01&rft.volume=39&rft.issue=4&rft.spage=81&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, 103rd 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 - 2007-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - alpine environment; British Columbia; California; Canada; Cascade Range; Cenozoic; cirques; Coast Ranges; fluctuations; glacial features; glaciers; Holocene; landform evolution; last glacial maximum; moraines; Neoglacial; Oregon; Quaternary; Sierra Nevada; terrestrial environment; United States; Washington; Western Canada ER - TY - JOUR T1 - New 1:24,000 scale geologic map and age control for southwestern Whidbey Island, from Greenbank to Double Bluff, Island Co., WA AN - 51350638; 2007-120007 AB - We present a new surficial geologic map of the Freeland Quadrangle and the Whidbey Island portion of the Hansville Quadrangle. Our mapping includes a compilation of old and new age control data from the map area and an updated interpretation of the stratigraphy exposed east of Double Bluff, including the type sections of the Double Bluff and Whidbey Formations. We speculate on possible structural implications of new age control data and highlight new insights into sedimentary provenance and the paleoenvironmental and geomorphic development of southern Whidbey Island. JF - Abstracts with Programs - Geological Society of America AU - Polenz, Michael AU - Schasse, Henry AU - Petersen, Bradley AU - Anonymous Y1 - 2007/05// PY - 2007 DA - May 2007 SP - 25 PB - Geological Society of America (GSA), Boulder, CO VL - 39 IS - 4 SN - 0016-7592, 0016-7592 KW - United States KW - lithostratigraphy KW - Washington KW - cartography KW - erosion features KW - Whidbey Formation KW - areal geology KW - Cenozoic KW - provenance KW - paleoenvironment KW - Whidbey Island KW - Island County Washington KW - sediments KW - lithostatic pressure KW - Double Bluff Formation KW - 13:Areal geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51350638?accountid=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=New+1%3A24%2C000+scale+geologic+map+and+age+control+for+southwestern+Whidbey+Island%2C+from+Greenbank+to+Double+Bluff%2C+Island+Co.%2C+WA&rft.au=Polenz%2C+Michael%3BSchasse%2C+Henry%3BPetersen%2C+Bradley%3BAnonymous&rft.aulast=Polenz&rft.aufirst=Michael&rft.date=2007-05-01&rft.volume=39&rft.issue=4&rft.spage=25&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, 103rd 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 - 2007-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - areal geology; cartography; Cenozoic; Double Bluff Formation; erosion features; Island County Washington; lithostatic pressure; lithostratigraphy; paleoenvironment; provenance; sediments; United States; Washington; Whidbey Formation; Whidbey Island ER - TY - JOUR T1 - Bogachiel landslide; material-dependent control on deformation behavior AN - 50268256; 2007-119999 AB - A recent investigation on the western Olympic Peninsula of Washington has been prompted by the reactivation of a portion of a large deep-seated landslide complex and its potential to sever highway US 101. The reactivated portion is about 700 feet in width and length. At this location, the highway is sited midslope on a steep, 300-foot-high valley wall adjacent to the Bogachiel River. Average annual precipitation is nearly 120 inches, about 75% of which falls between October-March; summers are typically dry. Landsliding is occurring within very weak, intensely sheared marine siltstones. Oddly, initial activity in late August 2004 involved a rapid slump-earthflow within a small area of the reactivated landslide. Subsequent deformation monitoring of the larger reactivated landslide has identified three to four failure zones of either discrete shears or broad zones of creep-like movement to depths of 100 to 130 feet. Three inclinometers show nearly uniform deformation rates within all failure zones throughout the year. Proximal shallow and deep piezometers within this larger slide mass generally exhibit comparable response and water levels, supporting a relatively simple model of a single phreatic, mostly shallow surface within the slide mass; no pressurized conditions were encountered. Seasonally, groundwater levels vary from as much as 40 feet in the recharge area just above the headscarp to less than 6 feet within much of the slide mass. While groundwater levels within the slide mass are characteristically non-responsive to storm events, many of the horizontal drains installed in the upper half of the slide mass respond rapidly. The drain response suggests that infiltration and recharge into the sheared siltstone bedrock occurs relatively rapidly; discharge, mostly in the form of seeps and springs, must then moderate fluctuation of groundwater levels within the slide mass. The year-round saturation of much of the slide and accelerated movement of the August 2004 slump-earthflow, suggests that the deformation behavior of the slide mass is more material-dependent than groundwater-dependent. That is, at some indeterminate period of material strain, a dramatic yield state seems to occur. This condition complicates the prediction of mid- to long-term behavior and urgency to enact costly remediation. JF - Abstracts with Programs - Geological Society of America AU - Badger, T C AU - Anonymous Y1 - 2007/05// PY - 2007 DA - May 2007 SP - 24 PB - Geological Society of America (GSA), Boulder, CO VL - 39 IS - 4 SN - 0016-7592, 0016-7592 KW - United States KW - erosion features KW - remediation KW - ground water KW - Olympic Peninsula KW - sedimentary rocks KW - siltstone KW - mass movements KW - discharge KW - soil mechanics KW - Washington KW - monitoring KW - inclinometers KW - damage KW - deformation KW - Bogachiel River KW - Bogachiel landslide KW - aquifers KW - landslides KW - saturation KW - risk assessment KW - slope stability KW - clastic rocks KW - roads KW - 30:Engineering geology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50268256?accountid=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=Bogachiel+landslide%3B+material-dependent+control+on+deformation+behavior&rft.au=Badger%2C+T+C%3BAnonymous&rft.aulast=Badger&rft.aufirst=T&rft.date=2007-05-01&rft.volume=39&rft.issue=4&rft.spage=24&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, 103rd 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 - 2007-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - aquifers; Bogachiel landslide; Bogachiel River; clastic rocks; damage; deformation; discharge; erosion features; ground water; inclinometers; landslides; mass movements; monitoring; Olympic Peninsula; remediation; risk assessment; roads; saturation; sedimentary rocks; siltstone; slope stability; soil mechanics; United States; Washington ER - TY - RPRT T1 - AC TRANSIT EAST BAY BUS RAPID TRANSIT PROJECT IN ALAMEDA COUNTY, CALIFORNIA. AN - 36345557; 12707 AB - PURPOSE: The establishment of high-level bus rapid transit (BRT) improvements along a 17-mile corridor connecting the cities of Berkeley, Oakland, and San Leandro in the San Francisco Bay area of Alameda County, California is proposed. Proposed BRT improvements would include dedicated transit lanes within existing arterials, stations with canopies and passenger amenities, advanced traffic signal priority for buses, and modern safety, security, and communications systems. Low-flow articulated buses would stop at raised-platform stations, allowing level boarding and alighting through any door. Self-service, proof-of-payment fare collection would be instituted. BRT services could be operated along with limited local bus service or without local service support. The project corridor alignment would begin in downtown Berkeley near the Berkeley Bay Area Rapid Transit (BART) station, proceed southward along the southside of the campus of the University of California at Berkeley, continue southward following Telegraph Avenue to downtown Oakland, and proceed through East Oakland primarily along International Boulevard, which becomes East Fourteenth Street in San Leandro, to a terminus at the BayFair BART or San Leandro BART station. Four build alternatives and a No-Build Alternative are considered in this draft EIS. The differences distinguishing the build alternatives involve the integration or nonintegration of local bus service with the BRT and the terminus in San Leandro. Depending on the build alternative considered, estimated capital investment costs of the project range from $310 million to $400 million. POSITIVE IMPACTS: The BRT facilities would improve transit service and better accommodate the large existing ridership in the area, increase transit ridership by providing a viable and competitive alternative to automobile travel, improve and maintain the efficiency of transit service delivery within the corridor, and support local and regional goals with respect to enhancing transit-oriented development. The BRT project would substantially increase service frequencies, expand transit capacity, and enhance bus reliability and transit times in a high-demand, congested travel corridor serving large ethnic minority and low-income populations. NEGATIVE IMPACTS: The BRT facilities would convert two traffic lanes to transit-only lanes in various locations, thereby reducing roadway capacity on the BRT alignment and diverting some vehicles to alternate routes. Of the 88 on- and off-alignment intersections evaluated, four to six locations in the morning peak hours and 21 to 26 intersections in the evening peak hours would experience a degradation in operating levels in excess of locally established thresholds. From 945 to 1,300 curbside parking spaces would be displaced; this constitutes 13 to 18 percent of the spaces surveyed. Commercial users would lose 190 to 310 parking spaces to achieve adequate spaces; hence on average parking occupancy would not exceed 85 percent of supply. The project would also require the relocation of utilities and the realignment or reconfiguration of bike lanes. The BRT facilities would lie within a seismically active area. Construction activities could be affected by 44 hazardous waste sites along the BRT alignment; in addition, there are 14 such sites within close proximity to the work corridor and 22 more sites within 0.25 mile. Noise levels along the corridor would exceed federal standards in one area in Berkeley under one of the candidate alignments. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) JF - EPA number: 070168, 517 pages, April 24, 2007 PY - 2007 KW - Roads and Railroads KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Minorities KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - California KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36345557?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-04-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.title=AC+TRANSIT+EAST+BAY+BUS+RAPID+TRANSIT+PROJECT+IN+ALAMEDA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2008-04-01 N1 - SuppNotes - Draft. Preparation date: April 24, 2007 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - NDGPS T2 - 2007 Meeting of the Association of American Geographers AN - 39305715; 4606815 JF - 2007 Meeting of the Association of American Geographers AU - Persaud, Rudy Y1 - 2007/04/17/ PY - 2007 DA - 2007 Apr 17 KW - Mapping KW - Technology KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39305715?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2007+Meeting+of+the+Association+of+American+Geographers&rft.atitle=NDGPS&rft.au=Persaud%2C+Rudy&rft.aulast=Persaud&rft.aufirst=Rudy&rft.date=2007-04-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2007+Meeting+of+the+Association+of+American+Geographers&rft.issn=&rft_id=info:doi/ L2 - http://communicate.aag.org/eseries/aag_org/program/index.cfm?mtgID=52 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2007-12-18 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - John Wesley Powell at Fort D, Cape Girardeau, Missouri T2 - 41st Annual Meeting of the South-Central and North-Central Sections, Geological Society of America AN - 40626211; 4565146 JF - 41st Annual Meeting of the South-Central and North-Central Sections, Geological Society of America AU - Davis, George H Y1 - 2007/04/12/ PY - 2007 DA - 2007 Apr 12 KW - USA, Missouri KW - U 1200:Aquatic Science UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40626211?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=41st+Annual+Meeting+of+the+South-Central+and+North-Central+Sections%2C+Geological+Society+of+America&rft.atitle=John+Wesley+Powell+at+Fort+D%2C+Cape+Girardeau%2C+Missouri&rft.au=Davis%2C+George+H&rft.aulast=Davis&rft.aufirst=George&rft.date=2007-04-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=41st+Annual+Meeting+of+the+South-Central+and+North-Central+Sections%2C+Geological+Society+of+America&rft.issn=&rft_id=info:doi/ L2 - http://gsa.confex.com/gsa/2007SC/finalprogram/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-27 N1 - Last updated - 2010-05-03 ER - TY - JOUR T1 - Hydraulic effects of ice breakup on bridges AN - 51309223; 2008-009772 AB - The passage of river ice during the breakup event can have several effects on bridge structures. Design for ice passage at bridges has largely been empirical, such as the determination of superstructure clearance requirements based on historical stage data. As hydrologic and river ice processes in rivers are modified by climatic change, the use of empirical methods based on past observations and measurements could become less reliable. To advance beyond empiricism, it is necessary to develop rational design criteria based on a thorough understanding of the factors governing the interaction between bridges and ice. This concern applies especially during the breakup event when river flows, velocities, and hydrodynamic forces are usually higher and moving ice is thicker and stronger than during freeze-up. This paper provides guidance on the design of bridges to minimize ice impacts on the structure during the breakup period. JF - Canadian Journal of Civil Engineering = Revue Canadienne de Genie Civil AU - Beltaos, Spyros AU - Miller, Lindon AU - Burrell, Brian C AU - Sullivan, David Y1 - 2007/04// PY - 2007 DA - April 2007 SP - 539 EP - 548 PB - National Research Council of Canada, Ottawa, ON VL - 34 IS - 4 SN - 0315-1468, 0315-1468 KW - United States KW - hydraulics KW - erosion KW - ice jams KW - freezing KW - climate change KW - observations KW - piers KW - ice KW - Upper Blackville New Brunswick KW - Maritime Provinces KW - bridges KW - Southwest Miramichi River KW - scour KW - hydrology KW - Saint John River KW - waves KW - Fort Kent Maine KW - rivers KW - measurement KW - Clair New Brunswick KW - New Brunswick KW - Canada KW - fluvial features KW - Maine KW - Eastern Canada KW - design KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51309223?accountid=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+Journal+of+Civil+Engineering+%3D+Revue+Canadienne+de+Genie+Civil&rft.atitle=Hydraulic+effects+of+ice+breakup+on+bridges&rft.au=Beltaos%2C+Spyros%3BMiller%2C+Lindon%3BBurrell%2C+Brian+C%3BSullivan%2C+David&rft.aulast=Beltaos&rft.aufirst=Spyros&rft.date=2007-04-01&rft.volume=34&rft.issue=4&rft.spage=539&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%2FL06-145 L2 - http://pubs.nrc-cnrc.gc.ca/rp-ps/journalDetail.jsp?jcode=cjce&lang=eng LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2008-01-01 N1 - Number of references - 40 N1 - PubXState - ON N1 - Document feature - illus. incl. sect., sketch maps N1 - Last updated - 2012-06-07 N1 - CODEN - CJCEB8 N1 - SubjectsTermNotLitGenreText - bridges; Canada; Clair New Brunswick; climate change; design; Eastern Canada; erosion; fluvial features; Fort Kent Maine; freezing; hydraulics; hydrology; ice; ice jams; Maine; Maritime Provinces; measurement; New Brunswick; observations; piers; rivers; Saint John River; scour; Southwest Miramichi River; United States; Upper Blackville New Brunswick; waves DO - http://dx.doi.org/10.1139/L06-145 ER - TY - CPAPER T1 - Integrated Geophysical Methods for Subsurface Geotechnical Investigations T2 - 42nd Annual Meeting of the Northeastern Section, Geological Society of America (NE-GSA 2007) AN - 40627324; 4564723 JF - 42nd Annual Meeting of the Northeastern Section, Geological Society of America (NE-GSA 2007) AU - Fish, Marc AU - Day, Krystle J Y1 - 2007/03/12/ PY - 2007 DA - 2007 Mar 12 KW - Geophysics KW - Geophysical exploration KW - U 5500:Geoscience UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40627324?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=42nd+Annual+Meeting+of+the+Northeastern+Section%2C+Geological+Society+of+America+%28NE-GSA+2007%29&rft.atitle=Integrated+Geophysical+Methods+for+Subsurface+Geotechnical+Investigations&rft.au=Fish%2C+Marc%3BDay%2C+Krystle+J&rft.aulast=Fish&rft.aufirst=Marc&rft.date=2007-03-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=42nd+Annual+Meeting+of+the+Northeastern+Section%2C+Geological+Society+of+America+%28NE-GSA+2007%29&rft.issn=&rft_id=info:doi/ L2 - http://gsa.confex.com/gsa/2007NE/finalprogram/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-27 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Road Salt in Bedrock Aquifers - Is there a Problem T2 - 42nd Annual Meeting of the Northeastern Section, Geological Society of America (NE-GSA 2007) AN - 40626295; 4564721 JF - 42nd Annual Meeting of the Northeastern Section, Geological Society of America (NE-GSA 2007) AU - Katz, Joshua Y1 - 2007/03/12/ PY - 2007 DA - 2007 Mar 12 KW - Salts KW - Aquifers KW - Highways KW - Ground water KW - U 5500:Geoscience UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40626295?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=42nd+Annual+Meeting+of+the+Northeastern+Section%2C+Geological+Society+of+America+%28NE-GSA+2007%29&rft.atitle=Road+Salt+in+Bedrock+Aquifers+-+Is+there+a+Problem&rft.au=Katz%2C+Joshua&rft.aulast=Katz&rft.aufirst=Joshua&rft.date=2007-03-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=42nd+Annual+Meeting+of+the+Northeastern+Section%2C+Geological+Society+of+America+%28NE-GSA+2007%29&rft.issn=&rft_id=info:doi/ L2 - http://gsa.confex.com/gsa/2007NE/finalprogram/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-27 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - New Hampshire Rock Slope Stabilization T2 - 42nd Annual Meeting of the Northeastern Section, Geological Society of America (NE-GSA 2007) AN - 40623341; 4564921 JF - 42nd Annual Meeting of the Northeastern Section, Geological Society of America (NE-GSA 2007) AU - Lane, Richard M AU - Day, Krystle J Y1 - 2007/03/12/ PY - 2007 DA - 2007 Mar 12 KW - USA, New Hampshire KW - Stabilizing KW - U 5500:Geoscience UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40623341?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=42nd+Annual+Meeting+of+the+Northeastern+Section%2C+Geological+Society+of+America+%28NE-GSA+2007%29&rft.atitle=New+Hampshire+Rock+Slope+Stabilization&rft.au=Lane%2C+Richard+M%3BDay%2C+Krystle+J&rft.aulast=Lane&rft.aufirst=Richard&rft.date=2007-03-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=42nd+Annual+Meeting+of+the+Northeastern+Section%2C+Geological+Society+of+America+%28NE-GSA+2007%29&rft.issn=&rft_id=info:doi/ L2 - http://gsa.confex.com/gsa/2007NE/finalprogram/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-27 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - MIAMI NORTH CORRIDOR, MIAMI-DADE COUNTY, FLORIDA. AN - 36351693; 12686 AB - PURPOSE: The implementation of heavy rail transit improvements from northern Miami to the Broward/Dade county line, located in southern Florida, is proposed. Due to congestion along I-95 and SR 826, commuters have begun using NW 27th Avenue as an alternative north-south corridor. The roadway is the only north-south arterial linking Broward County with the Miami Airport area. Traffic congestion is projected to increase with the anticipated population growth along the corridor. A one-percent sales surtax initiative in July 1999 failed, making the funding of the project impractical at the time, resulting in the suspension of the EIS process. The passage of the People's Transportation Plan and the related 0.5-percent sales surtax in November 2002 enabled the Miami-Dade Transit Agency to reactivate the EIS process. This document proposes a number of adjustments to the Build Alternative alignment recommended in the 1998 statement. The transit project, which would constitute an extension of the existing Metrorail system, would extend nine miles on an elevated along NW 27th Avenue from NW 76th Street to NW 215th Street at the Broward County line. The line would be accessed via seven stations, from NW 79th Street to NW 87th Street, the tracks would be located east or west of NW 27th Avenue. North of NW 87th Street, it would lie to the east or west of NW 27th Avenue on its own alignment. The project would incorporate opportunities for transit-oriented development, joint development, and redevelopment of neighboring land uses. supported by seven park-and-ride lots, and would use 16 new rail cars. In addition to the proposed action, this final EIS addresses a transportation system management alternative and a No-Build Alternative. Cost of the project is estimated at $783.5 million; annual operating and maintenance costs are estimated at $579.7 million. POSITIVE IMPACTS: The transportation system would reduce traffic congestion in the area, address projected demographic trends, and correct current system deficiencies. The transit project would reduce annual vehicle miles traveled by 23.9 million, respectively. The facilities alternatives would provide a safe, efficient, economical, attractive and integrated multimodal system that offers convenient, accessible, and affordable mobility to all people and for all goods, conserves energy, and protects the natural and social environments. Air quality, relative to the No-Build Alternative, would improve. The project would provide 13,940 construction-related jobs at a total annual wage of $30 million. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 12 residences, 90 businesses, one institution, and 82 other structures. All residential displacements and a large percentage of the business displacements would involve minority residences and business interests. The rail development and associated redevelopment of the corridor and beyond could increase rents and result in further displacements. Noise and structural impacts would have a disproportionate impact on minority occupants. Nine miles of overhead guideway, seven stations, and seven park-and-ride facilities would degrade visual aesthetics in the area. Approximately 440 trees would be removed. Four properties would be affected by train-related noise levels in excess of federal standards. Construction workers would encounter 27 sites with a medium risk of contamination and 16 sites with a high risk of contamination. Utility-transit conflicts could occur at up to 22 locations. LEGAL MANDATES: Intermodal Surface Transportation Efficiency Act of 1991, Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Urban Mass Transportation Act of 1964 (49 U.S.C. 1601 et seq.). PRIOR REFERENCES: For the abstracts of the draft EIS and a draft supplement, see 98-0032D, Volume 22, Number 1 and 06-0423D, Volume 30, Number 3, respectively. JF - EPA number: 070087, Final EIS--565 pages, Preliminary Engineering Drawings (Part I)--525 pages (oversized), Preliminary Engineering Drawings (Part II)--376 pages (oversized, March 2, 2007 PY - 2007 KW - Roads and Railroads KW - Air Quality KW - Cost Assessments KW - Employment KW - Energy Consumption KW - Environmental Justice KW - Hazardous Wastes KW - Highways KW - Impact Assessment Methodology KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisition KW - Section 106 Statements KW - Transportation KW - Vegetation KW - Visual Resources KW - Urban Development KW - Urban Renewal KW - Wildlife Surveys KW - Florida KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, Funding KW - Intermodal Surface Transportation Efficiency Act of 1991, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351693?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-03-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MIAMI+NORTH+CORRIDOR%2C+MIAMI-DADE+COUNTY%2C+FLORIDA.&rft.title=MIAMI+NORTH+CORRIDOR%2C+MIAMI-DADE+COUNTY%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Tallahassee, Florida; DOT N1 - Date revised - 2007-11-01 N1 - SuppNotes - Final. Preparation date: March 2, 2007 N1 - Last updated - 2014-01-30 ER - TY - JOUR T1 - Integrated geophysical methods for subsurface geotechnical investigations AN - 50865025; 2008-095455 AB - This research report was funded through New Hampshire's State Planning and Research (SP&R) funds and it summarizes the New Hampshire Department of Transportation's attempt to supplement conventional test borings and exploration techniques through the use of geophysics on several geotechnical projects. In many of the Departments geotechnical investigations the depth to bedrock or unstable soils is quite variable over short lateral distances. Test borings are point specific and are capable of missing sudden depth changes and variations in the soil and rock properties. Additional borings can quickly exhaust available time and money and can sometimes lead to a more puzzling, instead of less confusing, subsurface interpretation. A project's site conditions or highly conductive soil properties can limit the use of the Department's ground pentrating radar unit, but through the implementation of additional geophysical techniques the Department has enhanced their capabilities. These new capabiltites have helped to allieviate some of the uncertainties when making subsurface interpretations solely through conventional exploration activities. This paper presents both successful and less successful case histories on resisitivity imaging and seismic refraction used in conjunction with test borings and ground penetrating radar on geotechnical projects to characterize a project's subsurface conditions. Included are the methods employed for using these geophysical techniques, the geophysical results and how these results were calibrated and verified. JF - Abstracts with Programs - Geological Society of America AU - Fish, Marc AU - Day, Krystle J AU - Anonymous Y1 - 2007/03// PY - 2007 DA - March 2007 SP - 58 PB - Geological Society of America (GSA), Boulder, CO VL - 39 IS - 1 SN - 0016-7592, 0016-7592 KW - United States KW - bedrock KW - soil mechanics KW - engineering properties KW - ground-penetrating radar KW - regional planning KW - geophysical methods KW - radar methods KW - techniques KW - calibration KW - refraction methods KW - seismic methods KW - New Hampshire KW - physical properties KW - land use KW - 30:Engineering geology KW - 20:Applied geophysics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50865025?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Integrated+geophysical+methods+for+subsurface+geotechnical+investigations&rft.au=Fish%2C+Marc%3BDay%2C+Krystle+J%3BAnonymous&rft.aulast=Fish&rft.aufirst=Marc&rft.date=2007-03-01&rft.volume=39&rft.issue=1&rft.spage=58&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, Northeastern Section, 42nd 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 - 2008-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - bedrock; calibration; engineering properties; geophysical methods; ground-penetrating radar; land use; New Hampshire; physical properties; radar methods; refraction methods; regional planning; seismic methods; soil mechanics; techniques; United States ER - TY - JOUR T1 - Road salt in bedrock aquifers; is there a problem AN - 50862189; 2008-095453 AB - The use of various chloride compounds for winter road maintenance has been steadily increasing for decades. Previous research is summarized, and it is seen that the environmental fate of chloride and the long term impact on bedrock aquifers is poorly understood. Chloride concentrations in three wells in Maine are compared with water level data from nearby USGS monitoring wells. The results show a consistent negative correlation between water levels and chloride concentrations. These observations lead to the hypothesis that chloride sequestering (accumulation of chloride in low flow or dead end fractures) is an environmental phenomenon that is actively occurring. Potability of bedrock aquifers near roads may be at risk for future generations. Potential response of groundwater professionals is explored. JF - Abstracts with Programs - Geological Society of America AU - Katz, Joshua AU - Anonymous Y1 - 2007/03// PY - 2007 DA - March 2007 SP - 58 PB - Geological Society of America (GSA), Boulder, CO VL - 39 IS - 1 SN - 0016-7592, 0016-7592 KW - United States KW - chlorine KW - bedrock KW - aquifer vulnerability KW - concentration KW - road salt KW - halogens KW - pollution KW - observation wells KW - potability KW - ground water KW - aquifers KW - environmental management KW - chloride ion KW - chemical properties KW - risk assessment KW - Maine KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50862189?accountid=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=Road+salt+in+bedrock+aquifers%3B+is+there+a+problem&rft.au=Katz%2C+Joshua%3BAnonymous&rft.aulast=Katz&rft.aufirst=Joshua&rft.date=2007-03-01&rft.volume=39&rft.issue=1&rft.spage=58&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, Northeastern Section, 42nd 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 - 2008-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - aquifer vulnerability; aquifers; bedrock; chemical properties; chloride ion; chlorine; concentration; environmental management; ground water; halogens; Maine; observation wells; pollution; potability; risk assessment; road salt; United States ER - TY - JOUR T1 - New Hampshire rock slope stabilization AN - 50251877; 2008-095655 AB - Rock slope stabilization methods utilized by the New Hampshire Department of Transportation (NHDOT) fall into three general categories: 1. Elimination of the driving forces by reduction of water pressure and/or excavation of rock. 2. Increase the resisting force by installation of rock bolts. 3. Protect the highway from rock falls by wire mesh rock fall netting, barriers, rock fall ditches and energy absorbing stone. Remedial measures are tailored to the conditions and geology at each site. Several remedial rock slope stabilization techniques are reviewed in four case histories, each with unique challenges. A project in Manchester involved the installation of 70,000 square feet of rock fall netting to restrain, channel and prevent rock fall from reaching the roadway. A barrier and energy absorbing material were used to catch and retain falling rock in the ditch. Twenty years later, the NHDOT installed eight 65-foot long anchors in the median section to keep the rock mass intact, to prevent a plane failure and to secure toppling slabs. The NHDOT stabilized a 100-foot high rock slope located on I-89 in New London. The remediation consisted of removing 100,000 cubic yards of potentially unstable rock, which was dangerously close to the northbound lane. The granite rock at the site contained naturally occurring anomalous concentrations of uranium and thorium. The challenge was to presplit the entire height of the rock slope in a single lift and to safely dispose of the uranium rich rock while protecting the workers and the public. A slide occurred in Woodstock during the construction of Interstate 93. The slide, consisting of 17,000 cubic yards of rock, buried the highway. Stabilization of the slope included extensive rock reinforcement, instrumentation and horizontal drains. Recent longevity concerns, resulted in the NHDOT undertaking a two-phase research study to assess the condition and to determine the remaining service life of the rock reinforcement. Non-destructive techniques and invasive test methods were conducted to evaluate the reinforcement. Removal of unstable rock and the installation of prestressed rock bolts stabilized a toppling failure involving large slabs with tension cracks along the crest of a rock slope in Hinsdale. A total of 2,796 linear feet of rock bolts were installed. JF - Abstracts with Programs - Geological Society of America AU - Lane, Richard M AU - Day, Krystle J AU - Anonymous Y1 - 2007/03// PY - 2007 DA - March 2007 SP - 90 PB - Geological Society of America (GSA), Boulder, CO VL - 39 IS - 1 SN - 0016-7592, 0016-7592 KW - United States KW - failures KW - igneous rocks KW - human activity KW - granites KW - reinforced materials KW - techniques KW - excavations KW - rock mechanics KW - New Hampshire KW - water pressure KW - safety KW - plutonic rocks KW - transport KW - mass movements KW - slope stability KW - rockslides KW - construction KW - roads KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50251877?accountid=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=New+Hampshire+rock+slope+stabilization&rft.au=Lane%2C+Richard+M%3BDay%2C+Krystle+J%3BAnonymous&rft.aulast=Lane&rft.aufirst=Richard&rft.date=2007-03-01&rft.volume=39&rft.issue=1&rft.spage=90&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, Northeastern Section, 42nd 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 - 2008-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - construction; excavations; failures; granites; human activity; igneous rocks; mass movements; New Hampshire; plutonic rocks; reinforced materials; roads; rock mechanics; rockslides; safety; slope stability; techniques; transport; United States; water pressure ER - TY - RPRT T1 - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA. AN - 36346970; 12700 AB - PURPOSE: The construction of approximately 12 miles of highway within the US 31 corridor from a point two miles south of State Road (SR) 26 to a point one mile north of US 35 northern junction (County Road 450 North) in Howard County, Indiana is proposed. The corridor traverses the city of Kokomo and Center Township as well as portions of the Clay, Howard, Taylor, and Harrison townships. One mile of the corridor would extend into the Prairie and Liberty townships in northern Tipton County. This segment of US 31 is considered to have independent utility because both roadway characteristics and regional traffic patterns change outside the project limits. US 31 is also designated as a statewide mobility corridor from Indianapolis (I-465 north leg) to South Bend (US 20), a distance of 122 miles and is classified as part of the National Highway System and the National Truck Network. Currently, the corridor includes a four-land divided roadway classified as an urban principal arterial, with partial access control. US 31 includes 15 signalized intersections and 140 minor cross-street and private property access points. All signalized intersections operate at or above level of service C during the morning peak hour, while 13 of these intersections operate at level of service D during the evening peak hour. Traffic volumes are expected to increase 28 percent over the next 27 years. Eight alternatives, including a No Action Alternative (Alternative A) and seven alignment alternatives, were considered in this draft EIS of March 2005. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, were considered in detail. The alignments would extend from 12.5 to 14 miles, and include five or six interchanges to provide controlled access. Depending on the alternative considered, estimated cost of the project ranged from $224 million to $252 million. This final supplement to the draft EIS introduces a new alternative (Alternative J-Modified). Alternative J-Modified introduces several design changes, including a shift of the middle segment of the alignment, the addition of a new interchange, and geometric improvements to another intersection. POSITIVE IMPACTS: The build alternatives would improve flow, reduce congestion, and enhance safety through the existing US 31 corridor and on a new eastern bypass. Levels of service along the proposed mainline facilities would range from A to B. Intersections of interchange ramp junctions and cross-streets would operate at an A to B level of service for each build alternative in the year 2030. NEGATIVE IMPACTS: Rights-of-way requirements would displace 4.4 to 33 acres of commercial and 80.4 to 128 acres of residential land, 561.6 to 723 acres of agricultural land, 561.6 to 881.9 acres of prime farmland soils, including agricultural soils of statewide importance, 15.8 to 20.4 acres of forested land, 2.9 to 7.8 acres of wetlands, 0.2 to 0.3 acres of open water, 4.8 to 8.6 acres of floodways, 13.1 to 16.7 acres within three to four 100-year floodplains, 58 to 142 residences, six to 16 commercial uses, up to four offices and two religious facilities, one historic site, possibly one archaeological site, 120.3 to 181.9 acres of land with a medium probably of containing further archaeological resources, and 27.2 to 40.4 acres of land with a high probability of containing archaeological resources. From 4,500 to 7.969 linear feet of stream would be displaced. The highway would traverse eight to 10 major utility lines. Traffic-generated noise levels would exceed federal standards at up to two sensitive sites, though the No Action Alternative would similarly affect 99 such sites. Construction workers would encounter two to five hazardous materials sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and draft supplemental EISs, see 05-0630D, Volume 29, Number 4 and 06-0593D, Volume 30, Number 4, respectively. JF - EPA number: 070101, 397 pages and maps, CD-ROM, March 14 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-05-01-F KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Floodways KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Indiana 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/36346970?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-03-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+31+KOKOMO+CORRIDOR+PROJECT%2C+HOWARD+AND+TIPTON+COUNTIES%2C+INDIANA.&rft.title=US+31+KOKOMO+CORRIDOR+PROJECT%2C+HOWARD+AND+TIPTON+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2007-11-01 N1 - SuppNotes - Final. Preparation date: March 14 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRATON RANCHERIA CASINO AND HOTEL PROJECT, SONOMA COUNTY, CALIFORNIA. AN - 36344036; 12679 AB - PURPOSE: The approval of a management contract by the National Indian Gaming Commission between the Federated Indians of Graton Rancheria (Tribe) and SC Sonoma Management, LLC is proposed to allow for the construction and operation of a casino/hotel resort either on the Wilfred site, the Stony Point site, or the Lakeville site in Sonoma County, California. Seven alternatives, including a No Action Alternative (Alternative G), are considered in this draft EIS. Action alternatives under consideration include: B) the casino, hotel and spa, to be sited at Wilfred, which is the proposed action; C&D) a casino/hotel/spa complex at a different location, Northwest Stony Point or Northeast Stony Point; E) a reduced-intensity version of the proposed project; F) a business park; and G) a casino/hotel/spa complex at Lakeville. The proposed action would result in the development of the resort complex on a portion of a 252-acre Wilfred site that would be taken into trust for the Tribe. The resort complex would cover 66 acres within the northeast corner of the site and would encompass 762,3000 square feet. The remainder of the Wilfred site would remain undeveloped and allocated for open space, pasture, wildlife habitat, and recycled water sprayfields. The resort would include restaurants, a 300-room hotel, an entertainment venue, banquet/meeting space, and a pool and spa. The Tribe would enter into a Tribal-State Compact to govern the conduct of Class III gaming activities or comply with procedures established by the Secretary of the Interior pursuant to the IGRA and 25 C.F.R. 291 in the event that the state and the Tribe were unable to agree on a compact. POSITIVE IMPACTS: Approval of the contract would allow the Tribe to develop uses that would improve the long-term economic condition of its organization and its members through the development of a stable, sustainable source of employment and revenue. Revenues generated from the economic development would be used to improve the quality of life of Tribe members by supporting social, housing, governmental, administrative, educational, and health and welfare services. Revenues could also be used to provide capital for other revenue-generating activities, for contributions to charitable organizations, and for the funding of local government activities. The resort would employ 2,400 workers NEGATIVE IMPACTS: Acreage developed for the resort would displace wildlife habitat, including wetland habitat, as well as agricultural land, including pastureland, and significantly alter surface hydrology within the development site; however, the development area for the proposed action is less biologically sensitive than other development sites under consideration, and the proposed action includes a connection to local, off-site wastewater treatment plants, not proposed under the other actions alternatives. Traffic generated by activities at the resort would add significantly to congestion of the regional transportation network. LEGAL MANDATES: Graton Rancheria Restoration Act of 2000 and Indian Gaming Regulatory Act (25 U.S.C. 2701 et seq.) JF - EPA number: 070080, Draft EIS--1,427 pages and maps, Appendices (Vol. I)--1,607 pages, Appendices (Vol. II)--724 pages and maps, Appendices (Vol. III)-- 1,977 pages, Appendices (Vol. IV)--1,725 pages, March 1, 2007 PY - 2007 KW - Land Use KW - Air Quality Assessments KW - Biologic Assessments KW - Cultural Resources Assessments KW - Employment KW - Farmlands KW - Geologic Surveys KW - Hotels KW - Hydrology KW - Impact Assessment Methodology KW - Indian Reservations KW - Noise Assessments KW - Parking KW - Recreation Facilities KW - Resorts KW - Site Planning KW - Socioeconomic Assessments KW - Traffic Analyses KW - Wildlife Habitat KW - Water Quality Assessments KW - Water Resources Surveys KW - California KW - Graton Rancheria Restoration Act of 2000, Compliance KW - Indian Gaming Regulatory Act, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344036?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-03-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.title=GRATON+RANCHERIA+CASINO+AND+HOTEL+PROJECT%2C+SONOMA+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - National Indian Gaming Commission, Washington, District of Columbia; DOI N1 - Date revised - 2007-11-01 N1 - SuppNotes - Draft. Preparation date: March 1, 2007 N1 - Last updated - 2014-01-30 ER - TY - JOUR T1 - Motorcyclist accident involvement by age, gender, and risky behaviors in Taipei, Taiwan AN - 20776712; 8238690 AB - This study aimed to investigate the relationship between age, gender, and risky behaviors of motorcyclists and their involvement in accidents. The results of a self-reported survey on motorcyclist behavior in the Taipei metropolitan area were analyzed. A two-step cluster analysis was used to classify motorcyclist behavior to different levels of risk within each of three risky behavior types. This was used to examine the regression relationship with accident risk. The results indicated that young and male riders were more likely to disobey traffic regulations, and that young riders also had a higher tendency towards negligence of potential risk and motorcycle safety checks. These ''error'' and ''violation'' behaviors increased the likelihood of an accident. However, in addition to these risks, there are additional factors that put young riders, particularly young female riders with the least riding experience, at increased risk of having an accident. These additional factors may be poor driving skills and less experience, all of which may result from the slack motorcycle licensing system. There should be increased emphasis on the necessity of providing appropriate training and a lower risk environment for novice riders. JF - Transportation Research, Part F: Traffic Psychology and Behaviour AU - Chang, H L AU - Yeh, TH AD - Department of Transportation Technology and Management, 1001, Ta Hsueh Road, Hsinchu 300, Taiwan, yth@iot.gov.tw Y1 - 2007/03// PY - 2007 DA - Mar 2007 SP - 109 EP - 122 PB - Elsevier Science, The Boulevard Langford Lane Kidlington Oxford OX5 1GB UK, [mailto:nlinfo-f@elsevier.nl], [URL:http://www.elsevier.nl] VL - 10 IS - 2 SN - 1369-8478, 1369-8478 KW - Risk Abstracts; Health & Safety Science Abstracts KW - Age KW - Licensing KW - Accidents KW - driving ability KW - metropolitan areas KW - traffic safety KW - Training KW - Taiwan, Taipei KW - Behavior KW - Gender KW - Motorcycles KW - H 2000:Transportation KW - R2 23060:Medical and environmental health UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/20776712?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ariskabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Transportation+Research%2C+Part+F%3A+Traffic+Psychology+and+Behaviour&rft.atitle=Motorcyclist+accident+involvement+by+age%2C+gender%2C+and+risky+behaviors+in+Taipei%2C+Taiwan&rft.au=Chang%2C+H+L%3BYeh%2C+TH&rft.aulast=Chang&rft.aufirst=H&rft.date=2007-03-01&rft.volume=10&rft.issue=2&rft.spage=109&rft.isbn=&rft.btitle=&rft.title=Transportation+Research%2C+Part+F%3A+Traffic+Psychology+and+Behaviour&rft.issn=13698478&rft_id=info:doi/10.1016%2Fj.trf.2006.08.001 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-07-01 N1 - Last updated - 2011-12-14 N1 - SubjectsTermNotLitGenreText - Taiwan, Taipei; Accidents; Gender; Age; Motorcycles; Licensing; metropolitan areas; Training; Behavior; driving ability; traffic safety DO - http://dx.doi.org/10.1016/j.trf.2006.08.001 ER - TY - RPRT T1 - NC 12 REPLACEMENT OF HERBERT C. BONNER BRIDGE, (BRIDGE NO. 11) OVER OREGON INLET, DARE COUNTY, NORTH CAROLINA (SUPPLEMENT TO THE SUPPLEMENTAL DRAFT ENVIRONMENTAL IMPACT STATEMENT). AN - 36346944; 12671 AB - PURPOSE: The replacement of the Herbert C. Bonner Bridge across the Oregon Inlet in Dare County, North Carolina is proposed in this 2005 supplemental draft EIS on the project. Built in 1962, the existing Bonner Bridge is approaching the end of its reasonable service life. The structure is part of North Carolina (NC) 12 and provides the only highway connection between Hatteras Island and Bodie Island. Two replacement bridge corridors and several design options are considered in this draft EIS. The Pamlico Sound Bridge Corridor would provide for a 17.5 mile bridge within an overall project length of 18 miles, including the bridge and the approach roads at the northern and southern termini. The typical section for the Pamlico Sound bridge would provide for two 12-foot travel lanes and two eight-foot shoulders. The span would provide a minimum navigation opening of 200 feet horizontally and 75 feet vertically. Estimated costs of the Pamlico and Parallel bridge crossings range from $1.3 billion to $1.8 billion. Five options are associated with the Parallel Bridge Corridor. The corridor would cross the Oregon Inlet via a 2.7-mile bridge. The NC 12 maintenance component would keep NC 12 open from the community of Rodanthe to the Oregon Inlet bridge's southern terminus, a distance of 12.5 miles. The maintenance component would pass through Pea Island National Wildlife Refuge. The Nourishment option would assume that NC 12 would remain in its current location and beach nourishment plus dune enhancement would be used to maintain a minimally adequate beach and dune system,. The total length of the beach requiring regular nourishment would be approximately 6.3 miles. Nourishment would occur at four locations and would be repeated at four-year intervals. The Road North/Bridge South option would place NC 12 on a bridge west of Hatteras Island beginning at a new intersection in Rodanthe and continuing to a point approximately two miles north of the refuge's southern boundary, where the project would meet NC 12. Beginning at a point 1.3 miles south of the refuge's ponds, NC 12 would be relocated to a point 230 feet west of the forecast worst-case 2060 shoreline. This relocation would continue 7.1 miles north until the relocated NC 12 would meet Oregon Inlet bridge. Three 10-foot-high dunes, extending a total length of 2,100 feet, would be provided, but not immediately. The dunes would be provided as the shoreline erodes toward the relocated road, beginning in 2030. The All Bridge Adoption would include the same bridge in the Rodanthe area as the Road North/Bridge South option. In the central and northern part of the refuge, NC 12 would be constructed on a bridge to the west of the existing road. Two road segments would be included in this relocation, one near Oregon Inlet and one just north of the refuge's ponds, where access from NC 12 to the refuge would be provided. The bridges associated with this alternative would span five potential storm-related island breach locations. The Parallel Bridge Corridor with phased approach option would provide for an Oregon Inlet bridge and the elevation of portions of NC 12 through the refuge and northern Rodanthe on new bridges within the existing NC 12 easement. The option would be implemented in four phases, with the first phase providing the bridge across Oregon Inlet. The typical section for the Oregon Inlet bridge would provide two 12-foot travel lanes and two six-foot shoulders. The navigation zone would be up to 5,000 feet long, with a vertical clearance of approximately 75 feet. The estimated cost for the Parallel Bridge Corridor alternative would be $671.8 million to 970.4 million for nourishment, $602.2 million to $740.2 million for the Road North/Bridge South option, $1.1 billion to $1.4 billion for the All Bridge option, and $1.1 billion to $1.6 billion for the phased approach option. The demolition of the existing Bonner Bridge is estimated to cost $4.0 million. POSITIVE IMPACTS: The new crossing would provide an upgrade of the only connection between Hatteras and Bodie Island and, hence, from Hatteras to the mainland. The modern, safe, efficient crossing would enhance residential, commercial, and recreational access throughout the Outer Banks barrier islands and promote emergency response and hurricane evacuation. NEGATIVE IMPACTS: The Pamlico South Bridge Corridor development would affect 10.8 to 12.8 acres of biotic communities, including 4.2 to 4.8 acres of wetlands. The Parallel Bridge Corridor would affect up to 91.6 acres of biotic communities, including extensive wetland areas. Under the Pamlico Sound Bridge Corridor Alternative, rights-of-way development would displace one business and five homes. The Road North/Bridge South Alternatives would displace two homes and a commercial building that contains a business and a residence. Charter fishing vessels operating out of Oregon Inlet Marine and Fishing Center would no longer be able to use an unmarked natural channel, known as "the crack", to reach the ocean. At Rodanthe, panoramic views of the Pamlico Sound from homes along the sound's shoreline would be changed under all alternatives except the Parallel Bridge Corridor with Nourishment option. The project would affect, but not remove, the Oregon Inlet U.S. Coast Guard Station, which is listed in the National Register of Historic Places. The replacement bridge would be constructed in the Cape Hatteras National Seashore. Traffic-generated noise levels would exceed federal standards at up to two residences. 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 supplemental EIS, see 93-0452D, Volume 17, Number 6. JF - EPA number: 070072, 212 pages, February 26, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-NC-EIS-93-01-DS KW - Bays KW - Beaches KW - Bridges KW - Dunes KW - Fish KW - Highways KW - Highway Structures KW - Hurricane Readiness Plans KW - Islands KW - National Parks KW - Navigation KW - Noise Standards Violations KW - Preserves KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Shores KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346944?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-02-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NC+12+REPLACEMENT+OF+HERBERT+C.+BONNER+BRIDGE%2C+%28BRIDGE+NO.+11%29+OVER+OREGON+INLET%2C+DARE+COUNTY%2C+NORTH+CAROLINA+%28SUPPLEMENT+TO+THE+SUPPLEMENTAL+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.title=NC+12+REPLACEMENT+OF+HERBERT+C.+BONNER+BRIDGE%2C+%28BRIDGE+NO.+11%29+OVER+OREGON+INLET%2C+DARE+COUNTY%2C+NORTH+CAROLINA+%28SUPPLEMENT+TO+THE+SUPPLEMENTAL+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2007-11-01 N1 - SuppNotes - Draft. Preparation date: February 26, 2007 N1 - Last updated - 2014-01-30 ER - TY - JOUR T1 - Use Data to Drive Rail Inspections AN - 195715090 AB - Nearly 1.7 million carloads of hazardous materials are transported by rail in the United States each year. Although the industry's record for transporting hazardous materials has been good, the catastrophic consequences that can arise from the release of hazardous materials from rail cars are a significant safety issue. From 2003 through 2006, the railroads reported 145 rail incidents that involved hazardous materials, resulting in 19 fatalities and 423 injuries. Although these numbers, on their face, are not large, these incidents resulted in the evacuation of 17,384 people from their homes and businesses, caused at least $17 million in track damages and resulted in about $71 million in equipment damages. The Federal Railroad Administration must continue implementing its safety initiatives since train accidents are still on the rise overall. By using trend analysis to track predictive indicators in problem areas, FRA could identify potential safety "hot spots." By analyzing its data, FRA will be able to conduct predictive analyses and identify early indicators of problems, such as improperly lined switches, and order corrective action before accidents occur. JF - Traffic World AU - Calvin L. Scovel III, Inspector General, Department of Transportation Y1 - 2007/02/26/ PY - 2007 DA - 2007 Feb 26 SP - 1 CY - Newark PB - IHS Maritime & Trade SN - 0041073X KW - Transportation--Roads And Traffic KW - Railroad transportation KW - Hazardous substances KW - Railroad accidents & safety KW - Government agencies KW - Data analysis KW - United States KW - US KW - 8350:Transportation & travel industry KW - 9550:Public sector KW - 9190:United States KW - 5340:Safety management UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/195715090?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aabiglobal&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Traffic+World&rft.atitle=Use+Data+to+Drive+Rail+Inspections%3A+%5B1%5D&rft.au=Calvin+L.+Scovel+III%2C+Inspector+General%2C+Department+of+Transportation&rft.aulast=Calvin+L.+Scovel+III&rft.aufirst=Inspector&rft.date=2007-02-26&rft.volume=&rft.issue=&rft.spage=1&rft.isbn=&rft.btitle=&rft.title=Traffic+World&rft.issn=0041073X&rft_id=info:doi/ LA - English DB - ProQuest Central N1 - Name - Federal Railroad Administration N1 - Copyright - (Copyright 2007 Commonwealth Business Media. All rights reserved.) N1 - Last updated - 2016-07-30 N1 - SubjectsTermNotLitGenreText - United States; US ER - TY - JOUR T1 - Three-dimensional finite element modelling of the torso of the anthropomorphic test device THOR AN - 20956092; 8495761 AB - This paper addresses development, calibration and validation of a three-dimensional finite element model of the torso sub-assemblies of a THOR 50th percentile adult male dummy. Modelled sub-assemblies include shoulders, a rib cage, bibs and attachments, a thoracic and lumbar spine, two abdominal modules, a pelvis and a jacket. The finite element mesh is constructed mainly from the CAD data, and mass properties are consistent between the model and the physical dummy on sub-assembly levels. The deformable materials include rib steel and damping materials, bibs, spinal flex joints, abdominal foams, etc. Systems identification is the main method used to calibrate the deformable material parameters based on tests conducted on material, component and/or sub-assembly levels. The model is validated with three types of impact tests performed on chest, upper abdomen or lower abdomen of a full assembly of the test device. Simulation results of impact force vs. deflection/penetration are analysed and compared with the corresponding experimental data, and simulation errors are discussed for forces, displacements and an energy dissipation measure. JF - International Journal of Vehicle Safety AU - Yu, Hailing AU - Zhou, Qing AU - Neat, George W AD - Chenega Advanced Solutions and Engineering, LLC, Volpe National Transportation Systems Center, U.S. Department of Transportation, 55 Broadway, Kendall Square RTV-9M, Cambridge, MA 02142, USA. Y1 - 2007/02/25/ PY - 2007 DA - 2007 Feb 25 SP - 116 EP - 140 PB - Inderscience Publishers Ltd., PO Box 735 VL - 2 IS - 1/2 SN - 1479-3105, 1479-3105 KW - Health & Safety Science Abstracts KW - spine KW - finite element method KW - Motor vehicles KW - Simulation KW - Crashworthiness KW - energy dissipation KW - Steel KW - Thor KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/20956092?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=International+Journal+of+Vehicle+Safety&rft.atitle=Three-dimensional+finite+element+modelling+of+the+torso+of+the+anthropomorphic+test+device+THOR&rft.au=Yu%2C+Hailing%3BZhou%2C+Qing%3BNeat%2C+George+W&rft.aulast=Yu&rft.aufirst=Hailing&rft.date=2007-02-25&rft.volume=2&rft.issue=1%2F2&rft.spage=116&rft.isbn=&rft.btitle=&rft.title=International+Journal+of+Vehicle+Safety&rft.issn=14793105&rft_id=info:doi/10.1504%2FIJVS.2007.012589 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-10-01 N1 - Last updated - 2011-12-14 N1 - SubjectsTermNotLitGenreText - Thor; finite element method; Simulation; energy dissipation; Crashworthiness; Steel; Motor vehicles; spine DO - http://dx.doi.org/10.1504/IJVS.2007.012589 ER - TY - RPRT T1 - APPALACHIAN CORRIDOR H, PARSONS-TO-DAVIS, TUCKER COUNTY, WEST VIRGINIA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF APRIL 1996). AN - 36348390; 12668 AB - PURPOSE: The construction of approximately 10.47 miles of highway within Corridor H between Parsons and Davis in Tucker County, West Virginia is proposed in this supplement to the April 1996 final EIS on the construction of 100 miles of highway within the corridor from Elkins, West Virginia to just west of the Virginia state line. As a result of legal challenges a settlement agreement required the West Virginia Department of Transportation in conjunction with the Federal Highway Administration to alter the original 1996 construction plan with respect to highway alignment. This final supplemental EIS considers a No-Build Alternative, the originally preferred alternative (OPA), a revised version of the OPA, a variant of the OPA and 11 Blackwater Area avoidance alignments, five of which are evaluated in detail in the draft supplement. The revised OPA, which was developed after the publication of the draft supplement, is the preferred alternative. A truck route option was also considered as an addition to the originally preferred alternative and one of the avoidance alignments. The alignments vary in length from nine miles to 11.2 miles, while the truck route option would extend 1.8 miles. Under any of the primary build alternatives, the project would provide a four-lane, partially controlled access facility. Cost of the preferred alternative is estimated at $101.7 million. POSITIVE IMPACTS: The highway would provide a safe, high-speed, high-capacity connection between the project termini; promote economic development in the study area, reduce truck traffic on existing routes; and improve emergency response times and access to emergency facilities. NEGATIVE IMPACTS: Rights-of-way requirements, totaling 396 acres for the preferred alternative, would displace one residence, 11.13 acres of wetlands, 3.2 acres of floodplain, 124 acres of the Monongahela National Forest, and habitat for the West Virginia northern flying squirrel. The project could eliminate 892 to 1,400 wildlife habitat units and from 553 to 6,016 linear feet of stream. Habitat for the federally protected West Virginia northern flying squirrel would be affected, as would habitat within the Monongahela National Forest. One to six visually sensitive sites would 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 abstracts of the draft and the final EISs, see 92-0487D, Volume 16, Number 6 and 94-0510D, Volume 18, Number 6, respectively. For the abstract of the draft supplemental EIS, see 03-0206D, Volume 27, Number 2. JF - EPA number: 070069, 989 pages and maps, CD-ROM, February 22, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-WV-EIS-92-01-SD KW - Appalachian Development Highways KW - Bridges KW - Creeks KW - Endangered Species (Animals) KW - Energy Consumption KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Monongahela National Forest KW - West Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36348390?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-02-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=APPALACHIAN+CORRIDOR+H%2C+PARSONS-TO-DAVIS%2C+TUCKER+COUNTY%2C+WEST+VIRGINIA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+1996%29.&rft.title=APPALACHIAN+CORRIDOR+H%2C+PARSONS-TO-DAVIS%2C+TUCKER+COUNTY%2C+WEST+VIRGINIA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+1996%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 - 2007-11-01 N1 - SuppNotes - Final. Preparation date: February 22, 2007 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - US HIGHWAY 67--I-40 WEST, PULASKI COUNTY, ARKANSAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF APRIL 1994). AN - 36343513; 12663 AB - PURPOSE: The construction of a four-lane divided highway, built to interstate standards, between the Interstate 40 (I-40)/I-440 interchange and an interchange at Highway 67/Highway 430 in Pulaski County, Arkansas, is proposed. Pulaski County is located in the center of the state at the junctions of I-40 and I-30 and US Highways 65 and 67/167. The county contains the largest metropolitan area in the state. The highway, which would extend 12.1 to 14.8 miles, would be constructed on a new alignment with an average rights-of-way width of 300 feet. The facility would have two 12-foot travel lanes in each direction, separated by a variable-width median. Access would be fully controlled, with interchanges and grade separation structures utilized at selected locations. All seven alignment alternatives would share the same alignment of 6.9 miles. The remainder of the preferred alternative would extend 5.8 miles. Under the preferred alternative, the alignment would begin at the I-40/I-440 interchange, proceed to the northeast across Camp Joseph T. Robinson, loop around the North Little Rock metropolitan area, and end with an interchange at US 67/167, approximately 1.5 miles north of the Kiehl Avenue interchange. The eastern terminus would provide a direct connection with the previously approved North Belt Freeway connecting US 67/167 and I-440 at I-40. Interchanges would be provided at I-40/I-430, State Highway (SH) 365, Batesville Pike, SH 107, Brockington Road, and US 67/167. Grade separations would be provided at the Union Pacific Railroad crossing and Oneida, as well as at six locations within Camp Robinson to allow for uninterrupted operations at that military facility. The estimated cost of the project is $276 million. POSITIVE IMPACTS: The highway would provide a direct east-west facility connecting the developing northeastern and northwestern portions of the county. Congestion would be decreased on existing streets and highways paralleling the corridor, particularly SH 107 and US 67/167, improving safety on these arterials. The highway would be consistent with the longstanding Pulaski Area Transportation and Land Use Plans by providing an east-west bypass of the metropolitan area, providing access to high-growth areas in the northern portion of the county, and serving as the northern link in the metro area's circumferential freeway. Provision of the highway would result in significant economic savings and the prevention of hundreds of accidents each year. NEGATIVE IMPACTS: Rights-of-way requirements would displace 26 residential owners, 11 residential tenants, and eight businesses. Five elderly households and three low-income households would be displaced. In addition, the highway would displace 151 acres within a military base, 442 acres of undeveloped agricultural land, 114 acres of prime farmlands, 84 acres of wetlands, and 99 acres of miscellaneous land. The highway would encroach on 13,600 linear feet of special flood hazard area and traverse 22 intermittent and two perennial streams. Numerous sensitive receptors along the new alignment would be exposed to noise levels in excess of federal standards. Hazardous waste sites to be encountered during construction would include five illegal dumps, two landfills, and two underground storage tanks. The project would impact 10 historic buildings, one historic bridge, three historic roads, and seven archaeological sites. LEGAL MANDATES: Executive Orders 11988 and 11990, 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 abstracts of the draft and final EISs, see 91-0414D, Volume 15, Number 6 and 94-0407F, Volume 18, Number 5, respectively. JF - EPA number: 070064, 501 pages and maps, February 16, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-AR-EIS-91-01-DS KW - Air Quality Assessments KW - Archaeological Sites KW - Cultural Resources Surveys KW - Farmlands KW - Floodplains KW - Floodways KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highway Structures KW - Highways KW - Historic Sites KW - Landfills KW - Noise Assessments KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Safety KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Arkansas KW - Executive Order 11988, Compliance KW - Executive Order 11990, Wetlands KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36343513?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-02-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+67--I-40+WEST%2C+PULASKI+COUNTY%2C+ARKANSAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+1994%29.&rft.title=US+HIGHWAY+67--I-40+WEST%2C+PULASKI+COUNTY%2C+ARKANSAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+1994%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Little Rock, Arkansas; DOT N1 - Date revised - 2007-11-01 N1 - SuppNotes - Draft. Preparation date: February 16, 2007 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - TRANSIT IMPROVEMENTS IN THE SOUTH SACRAMENTO CORRIDOR OF SACRAMENTO, SACRAMENTO COUNTY, CALIFORNIA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 1997). AN - 36342778; 12649 AB - PURPOSE: The extension of light rail transit (LRT) service 4.2 miles from the South Sacramento Corridor Phase 1 terminus at Meadowview Road to Cosumnes River Boulevard in Sacramento, California is proposed. The South Sacramento Corridor is a major travel route extending 15 miles, at a width of five to eight miles, from downtown Sacramento south to the vicinity of the Kammerer and Grant Line roads transit system in the southern portion of Sacramento. Communities within the corridor include Southside Park, Land Park, Sierra Curtis, Hollywood Park, Oak Park, Meadowview, Pocket/Greenhaven, Freeport Manor, Valley Hi, Laguna Creek, Laguna West, Vineyard Community, and Elk Grove. This draft EIS supplements the final EIS of February 1997 also addressing the improvement of the South Sacramento Corridor. That EIS processes resulted in the development of an 11.3-mile-long at-grade rail line along the old Union Pacific Railroad (UPRR) alignment and the Cosumnes River Boulevard right-of-way to Calvine Road/Auberry Drive. The first phase of the project extended service 6.3 miles to Meadowview Road. Six stations, at roughly one-mile intervals, were provided during this phase of the project. An LRT satellite storage facility was placed on the west side of the LRT tracks, immediately north of the Meadowview Station park-and-ride lot. This draft supplement addresses the second phase of the South Sacramento Corridor proposal, proposing the 4,2-mile extension of the system extending south and east from the terminus of the first phase at Meadowview Road to the proposed extension of Cosumnes River College. More precisely, the new LRT would extend southward along from Meadowview Road along the UPRR rights-of-way, turn east crossing the UPRR and Union House Creek, continue east to a point north of the proposed extension of Cosumnes Boulevard, cross Franklin Boulevard, follow the northern site of Cosumnes River Boulevard, turn south along the western side of Bruceville Road, and terminate at Cosumnes River College. The line extension would be accessed via stations at Morrison Creek, Franklin, center Parkway, and Cosumnes River College. Park-and-ride lots at Morrison Creek, Franklin, and Cosumnes River College would provide 50, 650, and 2,000 spaces, respectively. The LRT would operate at 10-minute headways during peak service hours and travel at a maximum speed of 50 miles per hour. Traction power substations would be located just north of the Morrison Creek Station, in the southwest corner of the Franklin Station park-and-ride lot, on the northern portion of Cosumnes River College east of Center Parkway, and in the vicinity of the tail tracks at Cosumnes River College. In addition to the proposed action, a No Action Alternative and a transportation systems management alternative are considered in this supplement. Capital cost of the project is estimated at $226.2 million. Operating and maintenance costs in 2030 are estimated at $266.9 million. POSITIVE IMPACTS: The rail line would provide passengers with through-service to and from the central business district and the city's southern communities. Surface traffic in a very congested region would be reduced, with an attendant improvement in air quality. Downtown parking demand would be reduced by 1,300 spaces. Regional criteria pollutant emissions would decline when compared to the alternatives. Four park and recreational facilities would realize direct benefits due to improved accessibility. System construction and operation would support numerous jobs and result in the creation of indirect employment. NEGATIVE IMPACTS: Rights-of-way requirements of 53.6 to 71.2 acres would result in the displacement of 14.6 acres of Cosumnes River College land, portions of a 100-year floodplain, 118.3 acres of farmland, and 0.34 acres of jurisdictional wetlands. including wetlands supporting federally protected shellfish, turtle, bird, and snake species. One single-family residence could require relocation, but that would be the only socially disruptive impact of the project. Access to Cosumnes River College stadium could be reduced due to the presence of the LRT, and two recreational playing fields would be displaced by the surface park-and-ride lot at the college. Contaminated groundwater could be encountered by construction workers. Up to 340 sensitive receptor sites would experience increased noise levels due to LRT operations and 279 of these receptors could experience noise levels in excess of federal standards. Excessive vibration levels could affect 78 to 89 residences. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft EIS, a previous draft supplemental EIS, and the final EIS, see 94-0410D, Volume 18, Number 5, 96-0473D, Volume 20, Number 6, and 7-0059F, Volume 21, Number 1, respectively. JF - EPA number: 070049, 598 pages, February 9, 2007 PY - 2007 KW - Roads and Railroads KW - Air Quality KW - Birds KW - Central Business Districts KW - Commercial Zones KW - Cultural Resources Surveys KW - Employment KW - Endangered Species (Animals) KW - Farm Management KW - Floodplains KW - Hazardous Wastes KW - Historic Sites Surveys KW - Noise Standards Violations KW - Parking KW - Rapid Transit Systems KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Shellfish KW - Socioeconomic Assessments KW - Transportation KW - Wetlands KW - California KW - Department of Transportation Act of 1966, Recreation Facilities KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342778?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-02-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRANSIT+IMPROVEMENTS+IN+THE+SOUTH+SACRAMENTO+CORRIDOR+OF+SACRAMENTO%2C+SACRAMENTO+COUNTY%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+1997%29.&rft.title=TRANSIT+IMPROVEMENTS+IN+THE+SOUTH+SACRAMENTO+CORRIDOR+OF+SACRAMENTO%2C+SACRAMENTO+COUNTY%2C+CALIFORNIA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+1997%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 - 2007-11-01 N1 - SuppNotes - Draft. Preparation date: February 9, 2007 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - SR-26 (RIVERDALE ROAD) FROM 1900 WEST TO WASHINGTON BOULEVARD, ROY, RIVERDALE, SOUTH OGDEN, AND OGDEN, WEBER COUNTY, UTAH. AN - 36344132; 12645 AB - PURPOSE: The improvement of 3.7 miles of Riverdale Road (State Route (SR) 26) from 1900 West in Roy and US 89 (Washington Boulevard) in Ogden, Weber County, Utah is proposed. The current facility is characterized by an unacceptably low level of service, particularly during peak hours, due to congestion. Increases anticipated in traffic demand within the corridor indicate that this situation will worsen in the future unless the facility is improved significantly. Six alternatives, including a No Action Alternative, are considered in detail in this final EIS. The action alternatives would provide for six travel lanes from Interstate 15 to Wall Avenue/40th Street, five travel lanes from Wall Avenue at the 40th Street intersection to Chimes View Drive, and four travel lanes from 36th Street to Washington Boulevard. Each build alternative constitutes a different alignment along the 3.7-mie study corridor. The preferred alternative would widening the roadway on both sides of the roadway, which would be shifted slightly to the south, between 600 West and Chimes View Drive. Between Chimes View Drive and 37th Street, the facility would be widened would centered on the existing roadway. Between 37th Street and Harris Street, the roadway would be widened on both sides of the existing roadway, which would be shifted to the south. POSITIVE IMPACTS: The project would improve traffic mobility to a level of service D, improve vehicle safety in high-accident areas, and improve pedestrian safety. Traffic-related pollutant emissions in the corridor would decline with compared to conditions with the project. Runoff-related water pollutants would also decline. NEGATIVE IMPACTS: Under the preferred alternative, rights-of-way requirements would result in the displacement of 95 parcels encompassing 4.91 acres of land and involving 93 businesses and two residences; however, no residences or businesses would be displaced. Four businesses would be affected economically. Traffic-generated noise levels would exceed federal standards in the vicinity of 56 sensitive noise receptor sites. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0428D, Volume 30, Number 3. JF - EPA number: 070045, 30 pages, February 8, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-06-01-F KW - Highways KW - Noise Standards Violations KW - Roads KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Utah KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344132?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-02-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR-26+%28RIVERDALE+ROAD%29+FROM+1900+WEST+TO+WASHINGTON+BOULEVARD%2C+ROY%2C+RIVERDALE%2C+SOUTH+OGDEN%2C+AND+OGDEN%2C+WEBER+COUNTY%2C+UTAH.&rft.title=SR-26+%28RIVERDALE+ROAD%29+FROM+1900+WEST+TO+WASHINGTON+BOULEVARD%2C+ROY%2C+RIVERDALE%2C+SOUTH+OGDEN%2C+AND+OGDEN%2C+WEBER+COUNTY%2C+UTAH.&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 - 2007-11-01 N1 - SuppNotes - Final. Preparation date: February 8, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US HIGHWAY 89, BROWNING TO HUDSON BAY DIVIDE, GLACIER COUNTY, MONTANA. AN - 36342510; 12637 AB - PURPOSE: The improvement of a 25.5-mile segment of US 89 from its junction with US 2 to the Hudson Bay Divide south of Saint Mary in Glacier County, Montana is proposed. The US Browning to Hudson Bay Divide project initially considered improvement of a network of roadways that perform some of the transportation functions that might otherwise be performed by US 89 if it met current roadway standards. State and federal authorities concluded that the most pressing need for roadway improvements within this roadway network exists in the transportation corridor between the Saint Mary-Babb area, including points north of Babb and west of Saint Mary, and the Browning area, including points south and east of Browning. US 89 and Duck Lake Road function as the primary transportation links between these two areas. Hence, the project has focused on potential improvements to US 89 between Hudson Bay Divide and Browning as well as improvements to Duck Lake Road between US 89 south of Babb and Browning. Three alternatives, including a No-Build Alternative (Alternative A) and two widening alternatives, are considered in the final EIS. Alternative B would provide for a 32-foot cross-section, while alternative C would provide for a cross-section of 36 feet. The EIS also analyses a Duck Lake Road Option, which would consist of improvements in three areas along Duck Lake Road as an alternate truck route for US 89; this option could be implemented under any alternative. Alternative C, with the Duck Lake Road Option, has been identified as the preferred alternative. POSITIVE IMPACTS: The project would provide a facility that meets current design standards, enhancing safety and highway operations within the corridor. The highway would particularly enhance the cultural resources and economic opportunities of the Blackfeet Nation. NEGATIVE IMPACTS: Rights-of-way requirements would displace 146 acres of wildlife habitat and increase fragmentation of forested habitat in the area and require the relocation of one residence and the acquisition of two areas of unimproved lands encompassing 472 acres. Extensive earthwork would be required along the corridor. The project would displace 19.8 acres of wetlands. Approximately 1,300 linear feet of South Fork Cut Bank Creek would be relocated. Bald eagle, grizzly bear, and bull trout, all of which are federally protected species, could be affected somewhat. Two historic bridges and the Blackfeet Highway, also an historically significant resource, would be affected, and several archaeologically significant cloth-offering sites would be disturbed. Highway structures would diminish the visual quality of the rural area. 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 05-0224D, Volume 29, Number 2. JF - EPA number: 070037, 644 pages, February 2, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-MT-EIS-04-01-F KW - Archaeological Sites KW - Biologic Assessments KW - Birds KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Indian Reservations KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Surveys KW - Montana KW - Department of Transportation Act of 1966, Archaeologic Sites KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342510?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-02-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+HIGHWAY+89%2C+BROWNING+TO+HUDSON+BAY+DIVIDE%2C+GLACIER+COUNTY%2C+MONTANA.&rft.title=US+HIGHWAY+89%2C+BROWNING+TO+HUDSON+BAY+DIVIDE%2C+GLACIER+COUNTY%2C+MONTANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Helena, Montana; DOT N1 - Date revised - 2007-11-01 N1 - SuppNotes - Final. Preparation date: February 2, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ACCESS TO THE REGION'S CORE, HUDSON COUNTY, NEW JERSEY AND NEW YORK COUNTY, NEW YORK. AN - 36343071; 12633 AB - PURPOSE: Development of a four-track commuter rail system between Secaucus Junction Station in New Jersey and midtown Manhattan in New York City, New York is proposed. The 9.3-mile study corridor extends from Secaucus Junction Station to West 34th Street and Fifth Avenue in Manhattan. Ten of the 11 NJTRANSIT commuter rail lines that comprise the NJ TRANSIT rail system converge at Secaucus Junction Station. Federal and local authorities conducted a major investment study in 2003 to consider options for improving access between midtown Manhattan (the region's core) and growing populations west of the Hudson River in both New Jersey and New York. Under the proposed four-track right-of-way proposal, two tracks would connect to the existing North River tunnels and two tracks would connect to newly constructed tunnels, descending and turning southward under The Palisades in North Bergen, Union City, and Hoboken. Connections to the Northeast Corridor tracks would be designed to provide flexibility between the existing tunnels and the new tunnels, easing emergency operations and periodic closures for maintenance. The service plan for the new system would feature a total of 48 trains per peak hour from Secaucus Junction Station to Manhattan; this compares to the present situation, which allows only 23 trains per peak hour. The build alternative would include new tracks (Secaucus Connection) from the outer tracks of the existing main line to the lower level that would connect directly to the upper-level Northeast Corridor tracks west of Secaucus Junction Station. One-seat-ride, dual-mode service would be introduced to the 34th Street Station from the New Jersey Coast Line Bay Head Service, from Montclair-Boonton Line stations west of Montclair, from Pascack Valley Line, from Main and Bergen County Lines, and from the Raritan Valley Line. Improvements to the West End Wye in Jersey City would create a higher-speed, double-track connection with associated interlocking improvements along the M&E Lines. After crossing under the Hudson River, the tracks would ascend and turn northeast, intercepting the Hudson River Bulkhead below its granite structure in the vicinity of West 28th Street. Connections to PSNY would split from the main tracks after intercepting the bulkhead on the Manhattan side. OPSNY connector tracks would continue to ascend before turning east to tie into existing PSNY tracks. The Amtrak Empire Line would be re-profiled to avoid conflicts with the new connecting tracks. Beyond the point where the PSNY connector tracks would split off, the main tracks leading to the 34th Street Station would descend and split into four tracks, arranged two-over-two. At West 34th Street, the alignment would turn eastward to match the street grid above. Capital cost of the build alternative is estimated at $6.3 billion. Annual operation and maintenance costs are estimated at $143,0 million. In addition to the proposed project, this draft EIS considers a No-Build Alternative. POSITIVE IMPACTS: Implementation of the project would increase trans-Hudson commuter rail capacity to accommodate projected ridership growth from rail lines west of the river; enhance passenger convenience via a one-seat ride; and improve system safety and reliability between Secaucus Junction Station and midtown Manhattan. Construction activities would employ 28,000 workers and generate $1.3 billion in personal income, $3.0 billion in business income, and $481 million inn taxes, NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of numerous properties and property owners and 101.5 acres of vegetated land and the associated wildlife habitat, including 5.9 acres of wetlands and 95.6 acres of uplands. Construction activities would occur in areas containing high-quality historic and archaeological resource values; five historic sites identified as eligible for inclusion in the National Register of Historic Places would be affected, as would the historic Potter's Field in Secaucus and Industrial Remains site and Weehawken Ferry Slip in Hoboken. Noise and vibration generated during construction and by trains operating on the new system would violate federal standards at numerous sensitive receptor sites. New system structures would mar visual aesthetics along the aboveground portion of the system in New Jersey. Construction workers would encounter numerous hazardous waste sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 070033, Draft EIS--978 pages, Appendices--1,024 pages, February 1, 2007 PY - 2007 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Historic Districts KW - Historic Sites Surveys KW - Economic Assessments KW - Employment KW - Geologic Surveys KW - Hazardous Wastes KW - Noise Assessments KW - Noise Standards Violations KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Traffic Analyses KW - Transportation KW - Transportation Surveys KW - Tunnels (Railroads) KW - Urban Development KW - Vegetation KW - Visual Resources KW - Visual Resources Surveys KW - Water Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - New Jersey KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36343071?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-02-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ACCESS+TO+THE+REGION%27S+CORE%2C+HUDSON+COUNTY%2C+NEW+JERSEY+AND+NEW+YORK+COUNTY%2C+NEW+YORK.&rft.title=ACCESS+TO+THE+REGION%27S+CORE%2C+HUDSON+COUNTY%2C+NEW+JERSEY+AND+NEW+YORK+COUNTY%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT N1 - Date revised - 2007-11-01 N1 - SuppNotes - Draft. Preparation date: February 1, 2007 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - MADAWASKA BORDER STATION, MADAWASKA, AROOSTOCK COUNTY, MAINE. AN - 36347036; 12629 AB - PURPOSE: The construction and operation of a new U.S. Border Station and Commercial Port of Entry to replace an existing station on the Canadian border in Madawaska, Aroostook County, Maine are proposed. Projections indicate that traffic through the station is growing will continue to growing the foreseeable future. The existing border station site and facilities are inadequate, resulting in extensive queuing and delays. Moreover, the traffic movement pattern is highly difficult to maneuver through, particularly for large trucks, presenting risks to safety and significantly affecting the efficiency of the station's vehicle processing mission. All building spaces are currently occupied beyond capacity and there is no swing or vacant space that could be utilized to house the additional requirements at the site in the future. Five alternatives, including a No Action Alternative, which would continue the use of the existing border facility as is, are considered in this final EIS. One build alternative has been selected for detailed consideration. The preferred alternative (Alternative D), which would be situated on 12.3 acres of land located 1,600 feet west of the existing border station, would include a main administration building and support buildings, with parking, circulation, and processing areas. The new border station would be designed in accordance with General Services Administration criteria to provide a border station capable of meeting crossing inspection needs for the next 20 years. The existing facilities would be demolished. Cost of construction of the new border station is estimated at $26.8 million. POSITIVE IMPACTS: The new facility would provide expansion space that cannot be accommodated at the existing locations and would improve security and traffic patterns at the border crossing. Construction activities would employ numerous workers. Operational security, efficiency, and safety at the site would be significantly enhanced. NEGATIVE IMPACTS: Demolition of the existing station facilities and construction of the new station would result in minor disturbance to the environment, including loss of vegetation and disturbance of site soils and topography. Acquisition of 0.15 acre of property and the loss of four parking spaces would be required. LEGAL MANDATES: Public Buildings Amendments of 1988 (P.L. 100-678). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0576D, Volume 30, Number 4. JF - EPA number: 070029, 156 pages and maps, January 30, 2007 PY - 2007 KW - Urban and Social Programs KW - Archaeological Sites Surveys KW - Border Stations KW - Buildings KW - Demolition KW - Employment KW - Highways KW - Highway Structures KW - Site Planning KW - Transportation KW - Canada KW - Maine UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347036?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-01-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MADAWASKA+BORDER+STATION%2C+MADAWASKA%2C+AROOSTOCK+COUNTY%2C+MAINE.&rft.title=MADAWASKA+BORDER+STATION%2C+MADAWASKA%2C+AROOSTOCK+COUNTY%2C+MAINE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, New England Region, Boston, Massachusetts; GSA N1 - Date revised - 2007-11-01 N1 - SuppNotes - Final. Preparation date: January 30, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SPAULDING TURNPIKE IMPROVEMENTS, NEWINGTON TO DOVER, STRAFFORD AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE. AN - 36415186; 13142 AB - PURPOSE: Reconstruction and widening of a 3.5-mile segment of Spaulding Turnpike (New Hampshire 16) in Strafford and Rockingham counties, New Hampshire are proposed. The study corridor extends from the Gosling Road/Pease Boulevard interchange (Exit 1) in the town of Newington, across the Little Bay Bridges, to a point just south of the existing toll facility in the city of Dover. The parkway, which is functionally classified as a principal arterial connecting the Seacoast Region with Concord, the Lakes Region, and the White Mountains, serves as a major north-south transportation link in New Hampshire and constitutes a part of the National Highway System. Physical infrastructure deficiencies and high traffic volumes have resulted in congestion, reduce traffic speeds, and increased crash risk in the corridor. Overall crash rate along the corridor has increased at an annual rate of 14 percent. This final EIS considers a No Action Alternative, travel demand measures (TDM), transportation system management (TSM) improvements, the proposed upgrade to increase facility capacity, improvements to selected interchange locations and existing roads, and combinations of these alternatives. Various options for rehabilitation, widening, and/or replacement with respect to the Little Bay Bridges, final disposition of the historic General Sullivan Bridge, consolidation of interchanges, and various designs of grade, alignment, and geometry were evaluated. The preferred alternative would involve rehabilitation and widening of the Little Bay Bridges to eight lanes, including three general purpose lanes and an auxiliary lane in each direction; maintaining the existing easterly edge of the bridge and widening the facility at the western edge; rehabilitation of the General Sullivan Bridge to a six-ton loading capacity to continue to function as a pedestrian/bicycle/recreational facility and to accommodate emergency response and maintenance vehicles from Newington; provision of system and local connectivity improvements in Dover, including interchange improvements, ramp improvements, a US 4 bridge replacement, signalization, an underpass at the Little Bay Bridges to connect east and west Hilton Park and they are residential neighborhoods, and sound barriers; improvements in Newington, including interchange improvements, ramp alterations, a reconstructed Woodbury Avenue from Fox Run Road intersection through the Exit 3 interchange area, bridge work at the Woodbury Avenue and Spike Way crossings, and signalization improvements; and TSM and TDM provisions, including three park-and-ride facilities and expansion of three intercity bus services and connectivity improvements for three existing bus routes. Cost of the proposed action alternative is estimated at $228 million. POSITIVE IMPACTS: The reconstructed facility would improve safety and increase transportation efficiency on this major arterial route by relieving traffic congestion and reducing travel time. Increases in traffic demand would be accommodated. Improvements in transportation efficiency in the corridor would indirectly result in an addition of 1,897 jobs to regional employment rolls by the year 2025. The rehabilitation of the General Sullivan Bridge would preserve a historically significant structure. NEGATIVE IMPACTS: Rights-of-way requirements would result in the full displacement of one commercial property and the partial displacement of second property, reducing the local tax base by $2.2 million. The project would also displace 2.7 acres of prime farmland, though the affected lands have not been used for agricultural purposes for decades. Approximately 20.4 acres of wetlands would be affected. An additional 4.2 percent of the watershed for Pickering Brook would be converted to impervious surface, increasing stormwater runoff somewhat, and 1.2 acres of the 100-year floodplain would be affected. Impervious surface would also cover 14.1 acres overlying an aquifer in the area of Dover Point and Newington, which could affect aquifer recharge. Current exceedances of federal noise standards would occur along the corridor, but no new exceedances would result and some existing exceedances would be remediated. New rights-of-way and grading would be required at Bayview Park, a recreational site, and Hilton Park would be impacted during construction. The project would directly or indirectly impact the Beane Farm, Isaac Dow House, and the Portsmouth Water Booster in Newington and the Ira Pickham House in Dover, all of which are historically significant sites. Approximately 44 acres within the construction corridor contain archaeological resources of historic and Native American cultural importance. Construction workers could encounter up to 20 hazardous materials 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 06-0579D, Volume 30, Number 4. JF - EPA number: 080034, Executive Summary--27 pages and maps, Volume 1--754 pages, Volume 2--210 pages (oversized), Volume 3--721 pages, Volume 4--689 pages, January 25, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-NH-EIS-06-01-F KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Surveys KW - Bridges KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Safety KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Watersheds KW - Wetlands KW - Wildlife Surveys KW - New Hampshire 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/36415186?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-01-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPAULDING+TURNPIKE+IMPROVEMENTS%2C+NEWINGTON+TO+DOVER%2C+STRAFFORD+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.title=SPAULDING+TURNPIKE+IMPROVEMENTS%2C+NEWINGTON+TO+DOVER%2C+STRAFFORD+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Concord, New Hampshire N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: January 25, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SPAULDING TURNPIKE IMPROVEMENTS, NEWINGTON TO DOVER, STRAFFORD AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE. [Part 6 of 11] T2 - SPAULDING TURNPIKE IMPROVEMENTS, NEWINGTON TO DOVER, STRAFFORD AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE. AN - 36391631; 13142-080034_0006 AB - PURPOSE: Reconstruction and widening of a 3.5-mile segment of Spaulding Turnpike (New Hampshire 16) in Strafford and Rockingham counties, New Hampshire are proposed. The study corridor extends from the Gosling Road/Pease Boulevard interchange (Exit 1) in the town of Newington, across the Little Bay Bridges, to a point just south of the existing toll facility in the city of Dover. The parkway, which is functionally classified as a principal arterial connecting the Seacoast Region with Concord, the Lakes Region, and the White Mountains, serves as a major north-south transportation link in New Hampshire and constitutes a part of the National Highway System. Physical infrastructure deficiencies and high traffic volumes have resulted in congestion, reduce traffic speeds, and increased crash risk in the corridor. Overall crash rate along the corridor has increased at an annual rate of 14 percent. This final EIS considers a No Action Alternative, travel demand measures (TDM), transportation system management (TSM) improvements, the proposed upgrade to increase facility capacity, improvements to selected interchange locations and existing roads, and combinations of these alternatives. Various options for rehabilitation, widening, and/or replacement with respect to the Little Bay Bridges, final disposition of the historic General Sullivan Bridge, consolidation of interchanges, and various designs of grade, alignment, and geometry were evaluated. The preferred alternative would involve rehabilitation and widening of the Little Bay Bridges to eight lanes, including three general purpose lanes and an auxiliary lane in each direction; maintaining the existing easterly edge of the bridge and widening the facility at the western edge; rehabilitation of the General Sullivan Bridge to a six-ton loading capacity to continue to function as a pedestrian/bicycle/recreational facility and to accommodate emergency response and maintenance vehicles from Newington; provision of system and local connectivity improvements in Dover, including interchange improvements, ramp improvements, a US 4 bridge replacement, signalization, an underpass at the Little Bay Bridges to connect east and west Hilton Park and they are residential neighborhoods, and sound barriers; improvements in Newington, including interchange improvements, ramp alterations, a reconstructed Woodbury Avenue from Fox Run Road intersection through the Exit 3 interchange area, bridge work at the Woodbury Avenue and Spike Way crossings, and signalization improvements; and TSM and TDM provisions, including three park-and-ride facilities and expansion of three intercity bus services and connectivity improvements for three existing bus routes. Cost of the proposed action alternative is estimated at $228 million. POSITIVE IMPACTS: The reconstructed facility would improve safety and increase transportation efficiency on this major arterial route by relieving traffic congestion and reducing travel time. Increases in traffic demand would be accommodated. Improvements in transportation efficiency in the corridor would indirectly result in an addition of 1,897 jobs to regional employment rolls by the year 2025. The rehabilitation of the General Sullivan Bridge would preserve a historically significant structure. NEGATIVE IMPACTS: Rights-of-way requirements would result in the full displacement of one commercial property and the partial displacement of second property, reducing the local tax base by $2.2 million. The project would also displace 2.7 acres of prime farmland, though the affected lands have not been used for agricultural purposes for decades. Approximately 20.4 acres of wetlands would be affected. An additional 4.2 percent of the watershed for Pickering Brook would be converted to impervious surface, increasing stormwater runoff somewhat, and 1.2 acres of the 100-year floodplain would be affected. Impervious surface would also cover 14.1 acres overlying an aquifer in the area of Dover Point and Newington, which could affect aquifer recharge. Current exceedances of federal noise standards would occur along the corridor, but no new exceedances would result and some existing exceedances would be remediated. New rights-of-way and grading would be required at Bayview Park, a recreational site, and Hilton Park would be impacted during construction. The project would directly or indirectly impact the Beane Farm, Isaac Dow House, and the Portsmouth Water Booster in Newington and the Ira Pickham House in Dover, all of which are historically significant sites. Approximately 44 acres within the construction corridor contain archaeological resources of historic and Native American cultural importance. Construction workers could encounter up to 20 hazardous materials 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 06-0579D, Volume 30, Number 4. JF - EPA number: 080034, Executive Summary--27 pages and maps, Volume 1--754 pages, Volume 2--210 pages (oversized), Volume 3--721 pages, Volume 4--689 pages, January 25, 2007 PY - 2007 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-NH-EIS-06-01-F KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Surveys KW - Bridges KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Safety KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Watersheds KW - Wetlands KW - Wildlife Surveys KW - New Hampshire 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/36391631?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-01-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPAULDING+TURNPIKE+IMPROVEMENTS%2C+NEWINGTON+TO+DOVER%2C+STRAFFORD+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.title=SPAULDING+TURNPIKE+IMPROVEMENTS%2C+NEWINGTON+TO+DOVER%2C+STRAFFORD+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Concord, New Hampshire N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: January 25, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SPAULDING TURNPIKE IMPROVEMENTS, NEWINGTON TO DOVER, STRAFFORD AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE. [Part 7 of 11] T2 - SPAULDING TURNPIKE IMPROVEMENTS, NEWINGTON TO DOVER, STRAFFORD AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE. AN - 36391386; 13142-080034_0007 AB - PURPOSE: Reconstruction and widening of a 3.5-mile segment of Spaulding Turnpike (New Hampshire 16) in Strafford and Rockingham counties, New Hampshire are proposed. The study corridor extends from the Gosling Road/Pease Boulevard interchange (Exit 1) in the town of Newington, across the Little Bay Bridges, to a point just south of the existing toll facility in the city of Dover. The parkway, which is functionally classified as a principal arterial connecting the Seacoast Region with Concord, the Lakes Region, and the White Mountains, serves as a major north-south transportation link in New Hampshire and constitutes a part of the National Highway System. Physical infrastructure deficiencies and high traffic volumes have resulted in congestion, reduce traffic speeds, and increased crash risk in the corridor. Overall crash rate along the corridor has increased at an annual rate of 14 percent. This final EIS considers a No Action Alternative, travel demand measures (TDM), transportation system management (TSM) improvements, the proposed upgrade to increase facility capacity, improvements to selected interchange locations and existing roads, and combinations of these alternatives. Various options for rehabilitation, widening, and/or replacement with respect to the Little Bay Bridges, final disposition of the historic General Sullivan Bridge, consolidation of interchanges, and various designs of grade, alignment, and geometry were evaluated. The preferred alternative would involve rehabilitation and widening of the Little Bay Bridges to eight lanes, including three general purpose lanes and an auxiliary lane in each direction; maintaining the existing easterly edge of the bridge and widening the facility at the western edge; rehabilitation of the General Sullivan Bridge to a six-ton loading capacity to continue to function as a pedestrian/bicycle/recreational facility and to accommodate emergency response and maintenance vehicles from Newington; provision of system and local connectivity improvements in Dover, including interchange improvements, ramp improvements, a US 4 bridge replacement, signalization, an underpass at the Little Bay Bridges to connect east and west Hilton Park and they are residential neighborhoods, and sound barriers; improvements in Newington, including interchange improvements, ramp alterations, a reconstructed Woodbury Avenue from Fox Run Road intersection through the Exit 3 interchange area, bridge work at the Woodbury Avenue and Spike Way crossings, and signalization improvements; and TSM and TDM provisions, including three park-and-ride facilities and expansion of three intercity bus services and connectivity improvements for three existing bus routes. Cost of the proposed action alternative is estimated at $228 million. POSITIVE IMPACTS: The reconstructed facility would improve safety and increase transportation efficiency on this major arterial route by relieving traffic congestion and reducing travel time. Increases in traffic demand would be accommodated. Improvements in transportation efficiency in the corridor would indirectly result in an addition of 1,897 jobs to regional employment rolls by the year 2025. The rehabilitation of the General Sullivan Bridge would preserve a historically significant structure. NEGATIVE IMPACTS: Rights-of-way requirements would result in the full displacement of one commercial property and the partial displacement of second property, reducing the local tax base by $2.2 million. The project would also displace 2.7 acres of prime farmland, though the affected lands have not been used for agricultural purposes for decades. Approximately 20.4 acres of wetlands would be affected. An additional 4.2 percent of the watershed for Pickering Brook would be converted to impervious surface, increasing stormwater runoff somewhat, and 1.2 acres of the 100-year floodplain would be affected. Impervious surface would also cover 14.1 acres overlying an aquifer in the area of Dover Point and Newington, which could affect aquifer recharge. Current exceedances of federal noise standards would occur along the corridor, but no new exceedances would result and some existing exceedances would be remediated. New rights-of-way and grading would be required at Bayview Park, a recreational site, and Hilton Park would be impacted during construction. The project would directly or indirectly impact the Beane Farm, Isaac Dow House, and the Portsmouth Water Booster in Newington and the Ira Pickham House in Dover, all of which are historically significant sites. Approximately 44 acres within the construction corridor contain archaeological resources of historic and Native American cultural importance. Construction workers could encounter up to 20 hazardous materials 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 06-0579D, Volume 30, Number 4. JF - EPA number: 080034, Executive Summary--27 pages and maps, Volume 1--754 pages, Volume 2--210 pages (oversized), Volume 3--721 pages, Volume 4--689 pages, January 25, 2007 PY - 2007 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-NH-EIS-06-01-F KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Surveys KW - Bridges KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Safety KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Watersheds KW - Wetlands KW - Wildlife Surveys KW - New Hampshire 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/36391386?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-01-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPAULDING+TURNPIKE+IMPROVEMENTS%2C+NEWINGTON+TO+DOVER%2C+STRAFFORD+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.title=SPAULDING+TURNPIKE+IMPROVEMENTS%2C+NEWINGTON+TO+DOVER%2C+STRAFFORD+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Concord, New Hampshire N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: January 25, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SPAULDING TURNPIKE IMPROVEMENTS, NEWINGTON TO DOVER, STRAFFORD AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE. [Part /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20081230//080034/080034_0020.txt of 11] T2 - SPAULDING TURNPIKE IMPROVEMENTS, NEWINGTON TO DOVER, STRAFFORD AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE. AN - 36391188; 13142-080034_0020 AB - PURPOSE: Reconstruction and widening of a 3.5-mile segment of Spaulding Turnpike (New Hampshire 16) in Strafford and Rockingham counties, New Hampshire are proposed. The study corridor extends from the Gosling Road/Pease Boulevard interchange (Exit 1) in the town of Newington, across the Little Bay Bridges, to a point just south of the existing toll facility in the city of Dover. The parkway, which is functionally classified as a principal arterial connecting the Seacoast Region with Concord, the Lakes Region, and the White Mountains, serves as a major north-south transportation link in New Hampshire and constitutes a part of the National Highway System. Physical infrastructure deficiencies and high traffic volumes have resulted in congestion, reduce traffic speeds, and increased crash risk in the corridor. Overall crash rate along the corridor has increased at an annual rate of 14 percent. This final EIS considers a No Action Alternative, travel demand measures (TDM), transportation system management (TSM) improvements, the proposed upgrade to increase facility capacity, improvements to selected interchange locations and existing roads, and combinations of these alternatives. Various options for rehabilitation, widening, and/or replacement with respect to the Little Bay Bridges, final disposition of the historic General Sullivan Bridge, consolidation of interchanges, and various designs of grade, alignment, and geometry were evaluated. The preferred alternative would involve rehabilitation and widening of the Little Bay Bridges to eight lanes, including three general purpose lanes and an auxiliary lane in each direction; maintaining the existing easterly edge of the bridge and widening the facility at the western edge; rehabilitation of the General Sullivan Bridge to a six-ton loading capacity to continue to function as a pedestrian/bicycle/recreational facility and to accommodate emergency response and maintenance vehicles from Newington; provision of system and local connectivity improvements in Dover, including interchange improvements, ramp improvements, a US 4 bridge replacement, signalization, an underpass at the Little Bay Bridges to connect east and west Hilton Park and they are residential neighborhoods, and sound barriers; improvements in Newington, including interchange improvements, ramp alterations, a reconstructed Woodbury Avenue from Fox Run Road intersection through the Exit 3 interchange area, bridge work at the Woodbury Avenue and Spike Way crossings, and signalization improvements; and TSM and TDM provisions, including three park-and-ride facilities and expansion of three intercity bus services and connectivity improvements for three existing bus routes. Cost of the proposed action alternative is estimated at $228 million. POSITIVE IMPACTS: The reconstructed facility would improve safety and increase transportation efficiency on this major arterial route by relieving traffic congestion and reducing travel time. Increases in traffic demand would be accommodated. Improvements in transportation efficiency in the corridor would indirectly result in an addition of 1,897 jobs to regional employment rolls by the year 2025. The rehabilitation of the General Sullivan Bridge would preserve a historically significant structure. NEGATIVE IMPACTS: Rights-of-way requirements would result in the full displacement of one commercial property and the partial displacement of second property, reducing the local tax base by $2.2 million. The project would also displace 2.7 acres of prime farmland, though the affected lands have not been used for agricultural purposes for decades. Approximately 20.4 acres of wetlands would be affected. An additional 4.2 percent of the watershed for Pickering Brook would be converted to impervious surface, increasing stormwater runoff somewhat, and 1.2 acres of the 100-year floodplain would be affected. Impervious surface would also cover 14.1 acres overlying an aquifer in the area of Dover Point and Newington, which could affect aquifer recharge. Current exceedances of federal noise standards would occur along the corridor, but no new exceedances would result and some existing exceedances would be remediated. New rights-of-way and grading would be required at Bayview Park, a recreational site, and Hilton Park would be impacted during construction. The project would directly or indirectly impact the Beane Farm, Isaac Dow House, and the Portsmouth Water Booster in Newington and the Ira Pickham House in Dover, all of which are historically significant sites. Approximately 44 acres within the construction corridor contain archaeological resources of historic and Native American cultural importance. Construction workers could encounter up to 20 hazardous materials 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 06-0579D, Volume 30, Number 4. JF - EPA number: 080034, Executive Summary--27 pages and maps, Volume 1--754 pages, Volume 2--210 pages (oversized), Volume 3--721 pages, Volume 4--689 pages, January 25, 2007 PY - 2007 VL - /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20081230//080034/080034_0020.txt KW - Roads and Railroads KW - Agency number: FHWA-NH-EIS-06-01-F KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Surveys KW - Bridges KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Safety KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Watersheds KW - Wetlands KW - Wildlife Surveys KW - New Hampshire 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/36391188?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-01-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPAULDING+TURNPIKE+IMPROVEMENTS%2C+NEWINGTON+TO+DOVER%2C+STRAFFORD+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.title=SPAULDING+TURNPIKE+IMPROVEMENTS%2C+NEWINGTON+TO+DOVER%2C+STRAFFORD+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Concord, New Hampshire N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: January 25, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SPAULDING TURNPIKE IMPROVEMENTS, NEWINGTON TO DOVER, STRAFFORD AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE. [Part 2 of 11] T2 - SPAULDING TURNPIKE IMPROVEMENTS, NEWINGTON TO DOVER, STRAFFORD AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE. AN - 36382742; 13142-080034_0002 AB - PURPOSE: Reconstruction and widening of a 3.5-mile segment of Spaulding Turnpike (New Hampshire 16) in Strafford and Rockingham counties, New Hampshire are proposed. The study corridor extends from the Gosling Road/Pease Boulevard interchange (Exit 1) in the town of Newington, across the Little Bay Bridges, to a point just south of the existing toll facility in the city of Dover. The parkway, which is functionally classified as a principal arterial connecting the Seacoast Region with Concord, the Lakes Region, and the White Mountains, serves as a major north-south transportation link in New Hampshire and constitutes a part of the National Highway System. Physical infrastructure deficiencies and high traffic volumes have resulted in congestion, reduce traffic speeds, and increased crash risk in the corridor. Overall crash rate along the corridor has increased at an annual rate of 14 percent. This final EIS considers a No Action Alternative, travel demand measures (TDM), transportation system management (TSM) improvements, the proposed upgrade to increase facility capacity, improvements to selected interchange locations and existing roads, and combinations of these alternatives. Various options for rehabilitation, widening, and/or replacement with respect to the Little Bay Bridges, final disposition of the historic General Sullivan Bridge, consolidation of interchanges, and various designs of grade, alignment, and geometry were evaluated. The preferred alternative would involve rehabilitation and widening of the Little Bay Bridges to eight lanes, including three general purpose lanes and an auxiliary lane in each direction; maintaining the existing easterly edge of the bridge and widening the facility at the western edge; rehabilitation of the General Sullivan Bridge to a six-ton loading capacity to continue to function as a pedestrian/bicycle/recreational facility and to accommodate emergency response and maintenance vehicles from Newington; provision of system and local connectivity improvements in Dover, including interchange improvements, ramp improvements, a US 4 bridge replacement, signalization, an underpass at the Little Bay Bridges to connect east and west Hilton Park and they are residential neighborhoods, and sound barriers; improvements in Newington, including interchange improvements, ramp alterations, a reconstructed Woodbury Avenue from Fox Run Road intersection through the Exit 3 interchange area, bridge work at the Woodbury Avenue and Spike Way crossings, and signalization improvements; and TSM and TDM provisions, including three park-and-ride facilities and expansion of three intercity bus services and connectivity improvements for three existing bus routes. Cost of the proposed action alternative is estimated at $228 million. POSITIVE IMPACTS: The reconstructed facility would improve safety and increase transportation efficiency on this major arterial route by relieving traffic congestion and reducing travel time. Increases in traffic demand would be accommodated. Improvements in transportation efficiency in the corridor would indirectly result in an addition of 1,897 jobs to regional employment rolls by the year 2025. The rehabilitation of the General Sullivan Bridge would preserve a historically significant structure. NEGATIVE IMPACTS: Rights-of-way requirements would result in the full displacement of one commercial property and the partial displacement of second property, reducing the local tax base by $2.2 million. The project would also displace 2.7 acres of prime farmland, though the affected lands have not been used for agricultural purposes for decades. Approximately 20.4 acres of wetlands would be affected. An additional 4.2 percent of the watershed for Pickering Brook would be converted to impervious surface, increasing stormwater runoff somewhat, and 1.2 acres of the 100-year floodplain would be affected. Impervious surface would also cover 14.1 acres overlying an aquifer in the area of Dover Point and Newington, which could affect aquifer recharge. Current exceedances of federal noise standards would occur along the corridor, but no new exceedances would result and some existing exceedances would be remediated. New rights-of-way and grading would be required at Bayview Park, a recreational site, and Hilton Park would be impacted during construction. The project would directly or indirectly impact the Beane Farm, Isaac Dow House, and the Portsmouth Water Booster in Newington and the Ira Pickham House in Dover, all of which are historically significant sites. Approximately 44 acres within the construction corridor contain archaeological resources of historic and Native American cultural importance. Construction workers could encounter up to 20 hazardous materials 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 06-0579D, Volume 30, Number 4. JF - EPA number: 080034, Executive Summary--27 pages and maps, Volume 1--754 pages, Volume 2--210 pages (oversized), Volume 3--721 pages, Volume 4--689 pages, January 25, 2007 PY - 2007 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-NH-EIS-06-01-F KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Surveys KW - Bridges KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Safety KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Watersheds KW - Wetlands KW - Wildlife Surveys KW - New Hampshire 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/36382742?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-01-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPAULDING+TURNPIKE+IMPROVEMENTS%2C+NEWINGTON+TO+DOVER%2C+STRAFFORD+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.title=SPAULDING+TURNPIKE+IMPROVEMENTS%2C+NEWINGTON+TO+DOVER%2C+STRAFFORD+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Concord, New Hampshire N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: January 25, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SPAULDING TURNPIKE IMPROVEMENTS, NEWINGTON TO DOVER, STRAFFORD AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE. [Part 1 of 11] T2 - SPAULDING TURNPIKE IMPROVEMENTS, NEWINGTON TO DOVER, STRAFFORD AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE. AN - 36382640; 13142-080034_0001 AB - PURPOSE: Reconstruction and widening of a 3.5-mile segment of Spaulding Turnpike (New Hampshire 16) in Strafford and Rockingham counties, New Hampshire are proposed. The study corridor extends from the Gosling Road/Pease Boulevard interchange (Exit 1) in the town of Newington, across the Little Bay Bridges, to a point just south of the existing toll facility in the city of Dover. The parkway, which is functionally classified as a principal arterial connecting the Seacoast Region with Concord, the Lakes Region, and the White Mountains, serves as a major north-south transportation link in New Hampshire and constitutes a part of the National Highway System. Physical infrastructure deficiencies and high traffic volumes have resulted in congestion, reduce traffic speeds, and increased crash risk in the corridor. Overall crash rate along the corridor has increased at an annual rate of 14 percent. This final EIS considers a No Action Alternative, travel demand measures (TDM), transportation system management (TSM) improvements, the proposed upgrade to increase facility capacity, improvements to selected interchange locations and existing roads, and combinations of these alternatives. Various options for rehabilitation, widening, and/or replacement with respect to the Little Bay Bridges, final disposition of the historic General Sullivan Bridge, consolidation of interchanges, and various designs of grade, alignment, and geometry were evaluated. The preferred alternative would involve rehabilitation and widening of the Little Bay Bridges to eight lanes, including three general purpose lanes and an auxiliary lane in each direction; maintaining the existing easterly edge of the bridge and widening the facility at the western edge; rehabilitation of the General Sullivan Bridge to a six-ton loading capacity to continue to function as a pedestrian/bicycle/recreational facility and to accommodate emergency response and maintenance vehicles from Newington; provision of system and local connectivity improvements in Dover, including interchange improvements, ramp improvements, a US 4 bridge replacement, signalization, an underpass at the Little Bay Bridges to connect east and west Hilton Park and they are residential neighborhoods, and sound barriers; improvements in Newington, including interchange improvements, ramp alterations, a reconstructed Woodbury Avenue from Fox Run Road intersection through the Exit 3 interchange area, bridge work at the Woodbury Avenue and Spike Way crossings, and signalization improvements; and TSM and TDM provisions, including three park-and-ride facilities and expansion of three intercity bus services and connectivity improvements for three existing bus routes. Cost of the proposed action alternative is estimated at $228 million. POSITIVE IMPACTS: The reconstructed facility would improve safety and increase transportation efficiency on this major arterial route by relieving traffic congestion and reducing travel time. Increases in traffic demand would be accommodated. Improvements in transportation efficiency in the corridor would indirectly result in an addition of 1,897 jobs to regional employment rolls by the year 2025. The rehabilitation of the General Sullivan Bridge would preserve a historically significant structure. NEGATIVE IMPACTS: Rights-of-way requirements would result in the full displacement of one commercial property and the partial displacement of second property, reducing the local tax base by $2.2 million. The project would also displace 2.7 acres of prime farmland, though the affected lands have not been used for agricultural purposes for decades. Approximately 20.4 acres of wetlands would be affected. An additional 4.2 percent of the watershed for Pickering Brook would be converted to impervious surface, increasing stormwater runoff somewhat, and 1.2 acres of the 100-year floodplain would be affected. Impervious surface would also cover 14.1 acres overlying an aquifer in the area of Dover Point and Newington, which could affect aquifer recharge. Current exceedances of federal noise standards would occur along the corridor, but no new exceedances would result and some existing exceedances would be remediated. New rights-of-way and grading would be required at Bayview Park, a recreational site, and Hilton Park would be impacted during construction. The project would directly or indirectly impact the Beane Farm, Isaac Dow House, and the Portsmouth Water Booster in Newington and the Ira Pickham House in Dover, all of which are historically significant sites. Approximately 44 acres within the construction corridor contain archaeological resources of historic and Native American cultural importance. Construction workers could encounter up to 20 hazardous materials 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 06-0579D, Volume 30, Number 4. JF - EPA number: 080034, Executive Summary--27 pages and maps, Volume 1--754 pages, Volume 2--210 pages (oversized), Volume 3--721 pages, Volume 4--689 pages, January 25, 2007 PY - 2007 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-NH-EIS-06-01-F KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Surveys KW - Bridges KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Safety KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Watersheds KW - Wetlands KW - Wildlife Surveys KW - New Hampshire 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/36382640?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-01-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPAULDING+TURNPIKE+IMPROVEMENTS%2C+NEWINGTON+TO+DOVER%2C+STRAFFORD+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.title=SPAULDING+TURNPIKE+IMPROVEMENTS%2C+NEWINGTON+TO+DOVER%2C+STRAFFORD+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Concord, New Hampshire N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: January 25, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SPAULDING TURNPIKE IMPROVEMENTS, NEWINGTON TO DOVER, STRAFFORD AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE. [Part /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20081230//080034/080034_0010.txt of 11] T2 - SPAULDING TURNPIKE IMPROVEMENTS, NEWINGTON TO DOVER, STRAFFORD AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE. AN - 36382550; 13142-080034_0010 AB - PURPOSE: Reconstruction and widening of a 3.5-mile segment of Spaulding Turnpike (New Hampshire 16) in Strafford and Rockingham counties, New Hampshire are proposed. The study corridor extends from the Gosling Road/Pease Boulevard interchange (Exit 1) in the town of Newington, across the Little Bay Bridges, to a point just south of the existing toll facility in the city of Dover. The parkway, which is functionally classified as a principal arterial connecting the Seacoast Region with Concord, the Lakes Region, and the White Mountains, serves as a major north-south transportation link in New Hampshire and constitutes a part of the National Highway System. Physical infrastructure deficiencies and high traffic volumes have resulted in congestion, reduce traffic speeds, and increased crash risk in the corridor. Overall crash rate along the corridor has increased at an annual rate of 14 percent. This final EIS considers a No Action Alternative, travel demand measures (TDM), transportation system management (TSM) improvements, the proposed upgrade to increase facility capacity, improvements to selected interchange locations and existing roads, and combinations of these alternatives. Various options for rehabilitation, widening, and/or replacement with respect to the Little Bay Bridges, final disposition of the historic General Sullivan Bridge, consolidation of interchanges, and various designs of grade, alignment, and geometry were evaluated. The preferred alternative would involve rehabilitation and widening of the Little Bay Bridges to eight lanes, including three general purpose lanes and an auxiliary lane in each direction; maintaining the existing easterly edge of the bridge and widening the facility at the western edge; rehabilitation of the General Sullivan Bridge to a six-ton loading capacity to continue to function as a pedestrian/bicycle/recreational facility and to accommodate emergency response and maintenance vehicles from Newington; provision of system and local connectivity improvements in Dover, including interchange improvements, ramp improvements, a US 4 bridge replacement, signalization, an underpass at the Little Bay Bridges to connect east and west Hilton Park and they are residential neighborhoods, and sound barriers; improvements in Newington, including interchange improvements, ramp alterations, a reconstructed Woodbury Avenue from Fox Run Road intersection through the Exit 3 interchange area, bridge work at the Woodbury Avenue and Spike Way crossings, and signalization improvements; and TSM and TDM provisions, including three park-and-ride facilities and expansion of three intercity bus services and connectivity improvements for three existing bus routes. Cost of the proposed action alternative is estimated at $228 million. POSITIVE IMPACTS: The reconstructed facility would improve safety and increase transportation efficiency on this major arterial route by relieving traffic congestion and reducing travel time. Increases in traffic demand would be accommodated. Improvements in transportation efficiency in the corridor would indirectly result in an addition of 1,897 jobs to regional employment rolls by the year 2025. The rehabilitation of the General Sullivan Bridge would preserve a historically significant structure. NEGATIVE IMPACTS: Rights-of-way requirements would result in the full displacement of one commercial property and the partial displacement of second property, reducing the local tax base by $2.2 million. The project would also displace 2.7 acres of prime farmland, though the affected lands have not been used for agricultural purposes for decades. Approximately 20.4 acres of wetlands would be affected. An additional 4.2 percent of the watershed for Pickering Brook would be converted to impervious surface, increasing stormwater runoff somewhat, and 1.2 acres of the 100-year floodplain would be affected. Impervious surface would also cover 14.1 acres overlying an aquifer in the area of Dover Point and Newington, which could affect aquifer recharge. Current exceedances of federal noise standards would occur along the corridor, but no new exceedances would result and some existing exceedances would be remediated. New rights-of-way and grading would be required at Bayview Park, a recreational site, and Hilton Park would be impacted during construction. The project would directly or indirectly impact the Beane Farm, Isaac Dow House, and the Portsmouth Water Booster in Newington and the Ira Pickham House in Dover, all of which are historically significant sites. Approximately 44 acres within the construction corridor contain archaeological resources of historic and Native American cultural importance. Construction workers could encounter up to 20 hazardous materials 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 06-0579D, Volume 30, Number 4. JF - EPA number: 080034, Executive Summary--27 pages and maps, Volume 1--754 pages, Volume 2--210 pages (oversized), Volume 3--721 pages, Volume 4--689 pages, January 25, 2007 PY - 2007 VL - /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20081230//080034/080034_0010.txt KW - Roads and Railroads KW - Agency number: FHWA-NH-EIS-06-01-F KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Surveys KW - Bridges KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Safety KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Watersheds KW - Wetlands KW - Wildlife Surveys KW - New Hampshire 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/36382550?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-01-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPAULDING+TURNPIKE+IMPROVEMENTS%2C+NEWINGTON+TO+DOVER%2C+STRAFFORD+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.title=SPAULDING+TURNPIKE+IMPROVEMENTS%2C+NEWINGTON+TO+DOVER%2C+STRAFFORD+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Concord, New Hampshire N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: January 25, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SPAULDING TURNPIKE IMPROVEMENTS, NEWINGTON TO DOVER, STRAFFORD AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE. [Part 8 of 11] T2 - SPAULDING TURNPIKE IMPROVEMENTS, NEWINGTON TO DOVER, STRAFFORD AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE. AN - 36382478; 13142-080034_0008 AB - PURPOSE: Reconstruction and widening of a 3.5-mile segment of Spaulding Turnpike (New Hampshire 16) in Strafford and Rockingham counties, New Hampshire are proposed. The study corridor extends from the Gosling Road/Pease Boulevard interchange (Exit 1) in the town of Newington, across the Little Bay Bridges, to a point just south of the existing toll facility in the city of Dover. The parkway, which is functionally classified as a principal arterial connecting the Seacoast Region with Concord, the Lakes Region, and the White Mountains, serves as a major north-south transportation link in New Hampshire and constitutes a part of the National Highway System. Physical infrastructure deficiencies and high traffic volumes have resulted in congestion, reduce traffic speeds, and increased crash risk in the corridor. Overall crash rate along the corridor has increased at an annual rate of 14 percent. This final EIS considers a No Action Alternative, travel demand measures (TDM), transportation system management (TSM) improvements, the proposed upgrade to increase facility capacity, improvements to selected interchange locations and existing roads, and combinations of these alternatives. Various options for rehabilitation, widening, and/or replacement with respect to the Little Bay Bridges, final disposition of the historic General Sullivan Bridge, consolidation of interchanges, and various designs of grade, alignment, and geometry were evaluated. The preferred alternative would involve rehabilitation and widening of the Little Bay Bridges to eight lanes, including three general purpose lanes and an auxiliary lane in each direction; maintaining the existing easterly edge of the bridge and widening the facility at the western edge; rehabilitation of the General Sullivan Bridge to a six-ton loading capacity to continue to function as a pedestrian/bicycle/recreational facility and to accommodate emergency response and maintenance vehicles from Newington; provision of system and local connectivity improvements in Dover, including interchange improvements, ramp improvements, a US 4 bridge replacement, signalization, an underpass at the Little Bay Bridges to connect east and west Hilton Park and they are residential neighborhoods, and sound barriers; improvements in Newington, including interchange improvements, ramp alterations, a reconstructed Woodbury Avenue from Fox Run Road intersection through the Exit 3 interchange area, bridge work at the Woodbury Avenue and Spike Way crossings, and signalization improvements; and TSM and TDM provisions, including three park-and-ride facilities and expansion of three intercity bus services and connectivity improvements for three existing bus routes. Cost of the proposed action alternative is estimated at $228 million. POSITIVE IMPACTS: The reconstructed facility would improve safety and increase transportation efficiency on this major arterial route by relieving traffic congestion and reducing travel time. Increases in traffic demand would be accommodated. Improvements in transportation efficiency in the corridor would indirectly result in an addition of 1,897 jobs to regional employment rolls by the year 2025. The rehabilitation of the General Sullivan Bridge would preserve a historically significant structure. NEGATIVE IMPACTS: Rights-of-way requirements would result in the full displacement of one commercial property and the partial displacement of second property, reducing the local tax base by $2.2 million. The project would also displace 2.7 acres of prime farmland, though the affected lands have not been used for agricultural purposes for decades. Approximately 20.4 acres of wetlands would be affected. An additional 4.2 percent of the watershed for Pickering Brook would be converted to impervious surface, increasing stormwater runoff somewhat, and 1.2 acres of the 100-year floodplain would be affected. Impervious surface would also cover 14.1 acres overlying an aquifer in the area of Dover Point and Newington, which could affect aquifer recharge. Current exceedances of federal noise standards would occur along the corridor, but no new exceedances would result and some existing exceedances would be remediated. New rights-of-way and grading would be required at Bayview Park, a recreational site, and Hilton Park would be impacted during construction. The project would directly or indirectly impact the Beane Farm, Isaac Dow House, and the Portsmouth Water Booster in Newington and the Ira Pickham House in Dover, all of which are historically significant sites. Approximately 44 acres within the construction corridor contain archaeological resources of historic and Native American cultural importance. Construction workers could encounter up to 20 hazardous materials 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 06-0579D, Volume 30, Number 4. JF - EPA number: 080034, Executive Summary--27 pages and maps, Volume 1--754 pages, Volume 2--210 pages (oversized), Volume 3--721 pages, Volume 4--689 pages, January 25, 2007 PY - 2007 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-NH-EIS-06-01-F KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Surveys KW - Bridges KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Safety KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Watersheds KW - Wetlands KW - Wildlife Surveys KW - New Hampshire 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/36382478?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-01-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPAULDING+TURNPIKE+IMPROVEMENTS%2C+NEWINGTON+TO+DOVER%2C+STRAFFORD+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.title=SPAULDING+TURNPIKE+IMPROVEMENTS%2C+NEWINGTON+TO+DOVER%2C+STRAFFORD+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Concord, New Hampshire N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: January 25, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SPAULDING TURNPIKE IMPROVEMENTS, NEWINGTON TO DOVER, STRAFFORD AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE. [Part 9 of 11] T2 - SPAULDING TURNPIKE IMPROVEMENTS, NEWINGTON TO DOVER, STRAFFORD AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE. AN - 36382475; 13142-080034_0009 AB - PURPOSE: Reconstruction and widening of a 3.5-mile segment of Spaulding Turnpike (New Hampshire 16) in Strafford and Rockingham counties, New Hampshire are proposed. The study corridor extends from the Gosling Road/Pease Boulevard interchange (Exit 1) in the town of Newington, across the Little Bay Bridges, to a point just south of the existing toll facility in the city of Dover. The parkway, which is functionally classified as a principal arterial connecting the Seacoast Region with Concord, the Lakes Region, and the White Mountains, serves as a major north-south transportation link in New Hampshire and constitutes a part of the National Highway System. Physical infrastructure deficiencies and high traffic volumes have resulted in congestion, reduce traffic speeds, and increased crash risk in the corridor. Overall crash rate along the corridor has increased at an annual rate of 14 percent. This final EIS considers a No Action Alternative, travel demand measures (TDM), transportation system management (TSM) improvements, the proposed upgrade to increase facility capacity, improvements to selected interchange locations and existing roads, and combinations of these alternatives. Various options for rehabilitation, widening, and/or replacement with respect to the Little Bay Bridges, final disposition of the historic General Sullivan Bridge, consolidation of interchanges, and various designs of grade, alignment, and geometry were evaluated. The preferred alternative would involve rehabilitation and widening of the Little Bay Bridges to eight lanes, including three general purpose lanes and an auxiliary lane in each direction; maintaining the existing easterly edge of the bridge and widening the facility at the western edge; rehabilitation of the General Sullivan Bridge to a six-ton loading capacity to continue to function as a pedestrian/bicycle/recreational facility and to accommodate emergency response and maintenance vehicles from Newington; provision of system and local connectivity improvements in Dover, including interchange improvements, ramp improvements, a US 4 bridge replacement, signalization, an underpass at the Little Bay Bridges to connect east and west Hilton Park and they are residential neighborhoods, and sound barriers; improvements in Newington, including interchange improvements, ramp alterations, a reconstructed Woodbury Avenue from Fox Run Road intersection through the Exit 3 interchange area, bridge work at the Woodbury Avenue and Spike Way crossings, and signalization improvements; and TSM and TDM provisions, including three park-and-ride facilities and expansion of three intercity bus services and connectivity improvements for three existing bus routes. Cost of the proposed action alternative is estimated at $228 million. POSITIVE IMPACTS: The reconstructed facility would improve safety and increase transportation efficiency on this major arterial route by relieving traffic congestion and reducing travel time. Increases in traffic demand would be accommodated. Improvements in transportation efficiency in the corridor would indirectly result in an addition of 1,897 jobs to regional employment rolls by the year 2025. The rehabilitation of the General Sullivan Bridge would preserve a historically significant structure. NEGATIVE IMPACTS: Rights-of-way requirements would result in the full displacement of one commercial property and the partial displacement of second property, reducing the local tax base by $2.2 million. The project would also displace 2.7 acres of prime farmland, though the affected lands have not been used for agricultural purposes for decades. Approximately 20.4 acres of wetlands would be affected. An additional 4.2 percent of the watershed for Pickering Brook would be converted to impervious surface, increasing stormwater runoff somewhat, and 1.2 acres of the 100-year floodplain would be affected. Impervious surface would also cover 14.1 acres overlying an aquifer in the area of Dover Point and Newington, which could affect aquifer recharge. Current exceedances of federal noise standards would occur along the corridor, but no new exceedances would result and some existing exceedances would be remediated. New rights-of-way and grading would be required at Bayview Park, a recreational site, and Hilton Park would be impacted during construction. The project would directly or indirectly impact the Beane Farm, Isaac Dow House, and the Portsmouth Water Booster in Newington and the Ira Pickham House in Dover, all of which are historically significant sites. Approximately 44 acres within the construction corridor contain archaeological resources of historic and Native American cultural importance. Construction workers could encounter up to 20 hazardous materials 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 06-0579D, Volume 30, Number 4. JF - EPA number: 080034, Executive Summary--27 pages and maps, Volume 1--754 pages, Volume 2--210 pages (oversized), Volume 3--721 pages, Volume 4--689 pages, January 25, 2007 PY - 2007 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-NH-EIS-06-01-F KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Surveys KW - Bridges KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Safety KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Watersheds KW - Wetlands KW - Wildlife Surveys KW - New Hampshire 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/36382475?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-01-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPAULDING+TURNPIKE+IMPROVEMENTS%2C+NEWINGTON+TO+DOVER%2C+STRAFFORD+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.title=SPAULDING+TURNPIKE+IMPROVEMENTS%2C+NEWINGTON+TO+DOVER%2C+STRAFFORD+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Concord, New Hampshire N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: January 25, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SPAULDING TURNPIKE IMPROVEMENTS, NEWINGTON TO DOVER, STRAFFORD AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE. [Part 3 of 11] T2 - SPAULDING TURNPIKE IMPROVEMENTS, NEWINGTON TO DOVER, STRAFFORD AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE. AN - 36381988; 13142-080034_0003 AB - PURPOSE: Reconstruction and widening of a 3.5-mile segment of Spaulding Turnpike (New Hampshire 16) in Strafford and Rockingham counties, New Hampshire are proposed. The study corridor extends from the Gosling Road/Pease Boulevard interchange (Exit 1) in the town of Newington, across the Little Bay Bridges, to a point just south of the existing toll facility in the city of Dover. The parkway, which is functionally classified as a principal arterial connecting the Seacoast Region with Concord, the Lakes Region, and the White Mountains, serves as a major north-south transportation link in New Hampshire and constitutes a part of the National Highway System. Physical infrastructure deficiencies and high traffic volumes have resulted in congestion, reduce traffic speeds, and increased crash risk in the corridor. Overall crash rate along the corridor has increased at an annual rate of 14 percent. This final EIS considers a No Action Alternative, travel demand measures (TDM), transportation system management (TSM) improvements, the proposed upgrade to increase facility capacity, improvements to selected interchange locations and existing roads, and combinations of these alternatives. Various options for rehabilitation, widening, and/or replacement with respect to the Little Bay Bridges, final disposition of the historic General Sullivan Bridge, consolidation of interchanges, and various designs of grade, alignment, and geometry were evaluated. The preferred alternative would involve rehabilitation and widening of the Little Bay Bridges to eight lanes, including three general purpose lanes and an auxiliary lane in each direction; maintaining the existing easterly edge of the bridge and widening the facility at the western edge; rehabilitation of the General Sullivan Bridge to a six-ton loading capacity to continue to function as a pedestrian/bicycle/recreational facility and to accommodate emergency response and maintenance vehicles from Newington; provision of system and local connectivity improvements in Dover, including interchange improvements, ramp improvements, a US 4 bridge replacement, signalization, an underpass at the Little Bay Bridges to connect east and west Hilton Park and they are residential neighborhoods, and sound barriers; improvements in Newington, including interchange improvements, ramp alterations, a reconstructed Woodbury Avenue from Fox Run Road intersection through the Exit 3 interchange area, bridge work at the Woodbury Avenue and Spike Way crossings, and signalization improvements; and TSM and TDM provisions, including three park-and-ride facilities and expansion of three intercity bus services and connectivity improvements for three existing bus routes. Cost of the proposed action alternative is estimated at $228 million. POSITIVE IMPACTS: The reconstructed facility would improve safety and increase transportation efficiency on this major arterial route by relieving traffic congestion and reducing travel time. Increases in traffic demand would be accommodated. Improvements in transportation efficiency in the corridor would indirectly result in an addition of 1,897 jobs to regional employment rolls by the year 2025. The rehabilitation of the General Sullivan Bridge would preserve a historically significant structure. NEGATIVE IMPACTS: Rights-of-way requirements would result in the full displacement of one commercial property and the partial displacement of second property, reducing the local tax base by $2.2 million. The project would also displace 2.7 acres of prime farmland, though the affected lands have not been used for agricultural purposes for decades. Approximately 20.4 acres of wetlands would be affected. An additional 4.2 percent of the watershed for Pickering Brook would be converted to impervious surface, increasing stormwater runoff somewhat, and 1.2 acres of the 100-year floodplain would be affected. Impervious surface would also cover 14.1 acres overlying an aquifer in the area of Dover Point and Newington, which could affect aquifer recharge. Current exceedances of federal noise standards would occur along the corridor, but no new exceedances would result and some existing exceedances would be remediated. New rights-of-way and grading would be required at Bayview Park, a recreational site, and Hilton Park would be impacted during construction. The project would directly or indirectly impact the Beane Farm, Isaac Dow House, and the Portsmouth Water Booster in Newington and the Ira Pickham House in Dover, all of which are historically significant sites. Approximately 44 acres within the construction corridor contain archaeological resources of historic and Native American cultural importance. Construction workers could encounter up to 20 hazardous materials 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 06-0579D, Volume 30, Number 4. JF - EPA number: 080034, Executive Summary--27 pages and maps, Volume 1--754 pages, Volume 2--210 pages (oversized), Volume 3--721 pages, Volume 4--689 pages, January 25, 2007 PY - 2007 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-NH-EIS-06-01-F KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Surveys KW - Bridges KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Safety KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Watersheds KW - Wetlands KW - Wildlife Surveys KW - New Hampshire 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/36381988?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-01-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPAULDING+TURNPIKE+IMPROVEMENTS%2C+NEWINGTON+TO+DOVER%2C+STRAFFORD+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.title=SPAULDING+TURNPIKE+IMPROVEMENTS%2C+NEWINGTON+TO+DOVER%2C+STRAFFORD+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Concord, New Hampshire N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: January 25, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SPAULDING TURNPIKE IMPROVEMENTS, NEWINGTON TO DOVER, STRAFFORD AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE. [Part 4 of 11] T2 - SPAULDING TURNPIKE IMPROVEMENTS, NEWINGTON TO DOVER, STRAFFORD AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE. AN - 36381502; 13142-080034_0004 AB - PURPOSE: Reconstruction and widening of a 3.5-mile segment of Spaulding Turnpike (New Hampshire 16) in Strafford and Rockingham counties, New Hampshire are proposed. The study corridor extends from the Gosling Road/Pease Boulevard interchange (Exit 1) in the town of Newington, across the Little Bay Bridges, to a point just south of the existing toll facility in the city of Dover. The parkway, which is functionally classified as a principal arterial connecting the Seacoast Region with Concord, the Lakes Region, and the White Mountains, serves as a major north-south transportation link in New Hampshire and constitutes a part of the National Highway System. Physical infrastructure deficiencies and high traffic volumes have resulted in congestion, reduce traffic speeds, and increased crash risk in the corridor. Overall crash rate along the corridor has increased at an annual rate of 14 percent. This final EIS considers a No Action Alternative, travel demand measures (TDM), transportation system management (TSM) improvements, the proposed upgrade to increase facility capacity, improvements to selected interchange locations and existing roads, and combinations of these alternatives. Various options for rehabilitation, widening, and/or replacement with respect to the Little Bay Bridges, final disposition of the historic General Sullivan Bridge, consolidation of interchanges, and various designs of grade, alignment, and geometry were evaluated. The preferred alternative would involve rehabilitation and widening of the Little Bay Bridges to eight lanes, including three general purpose lanes and an auxiliary lane in each direction; maintaining the existing easterly edge of the bridge and widening the facility at the western edge; rehabilitation of the General Sullivan Bridge to a six-ton loading capacity to continue to function as a pedestrian/bicycle/recreational facility and to accommodate emergency response and maintenance vehicles from Newington; provision of system and local connectivity improvements in Dover, including interchange improvements, ramp improvements, a US 4 bridge replacement, signalization, an underpass at the Little Bay Bridges to connect east and west Hilton Park and they are residential neighborhoods, and sound barriers; improvements in Newington, including interchange improvements, ramp alterations, a reconstructed Woodbury Avenue from Fox Run Road intersection through the Exit 3 interchange area, bridge work at the Woodbury Avenue and Spike Way crossings, and signalization improvements; and TSM and TDM provisions, including three park-and-ride facilities and expansion of three intercity bus services and connectivity improvements for three existing bus routes. Cost of the proposed action alternative is estimated at $228 million. POSITIVE IMPACTS: The reconstructed facility would improve safety and increase transportation efficiency on this major arterial route by relieving traffic congestion and reducing travel time. Increases in traffic demand would be accommodated. Improvements in transportation efficiency in the corridor would indirectly result in an addition of 1,897 jobs to regional employment rolls by the year 2025. The rehabilitation of the General Sullivan Bridge would preserve a historically significant structure. NEGATIVE IMPACTS: Rights-of-way requirements would result in the full displacement of one commercial property and the partial displacement of second property, reducing the local tax base by $2.2 million. The project would also displace 2.7 acres of prime farmland, though the affected lands have not been used for agricultural purposes for decades. Approximately 20.4 acres of wetlands would be affected. An additional 4.2 percent of the watershed for Pickering Brook would be converted to impervious surface, increasing stormwater runoff somewhat, and 1.2 acres of the 100-year floodplain would be affected. Impervious surface would also cover 14.1 acres overlying an aquifer in the area of Dover Point and Newington, which could affect aquifer recharge. Current exceedances of federal noise standards would occur along the corridor, but no new exceedances would result and some existing exceedances would be remediated. New rights-of-way and grading would be required at Bayview Park, a recreational site, and Hilton Park would be impacted during construction. The project would directly or indirectly impact the Beane Farm, Isaac Dow House, and the Portsmouth Water Booster in Newington and the Ira Pickham House in Dover, all of which are historically significant sites. Approximately 44 acres within the construction corridor contain archaeological resources of historic and Native American cultural importance. Construction workers could encounter up to 20 hazardous materials 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 06-0579D, Volume 30, Number 4. JF - EPA number: 080034, Executive Summary--27 pages and maps, Volume 1--754 pages, Volume 2--210 pages (oversized), Volume 3--721 pages, Volume 4--689 pages, January 25, 2007 PY - 2007 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-NH-EIS-06-01-F KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Surveys KW - Bridges KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Safety KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Watersheds KW - Wetlands KW - Wildlife Surveys KW - New Hampshire 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/36381502?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-01-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPAULDING+TURNPIKE+IMPROVEMENTS%2C+NEWINGTON+TO+DOVER%2C+STRAFFORD+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.title=SPAULDING+TURNPIKE+IMPROVEMENTS%2C+NEWINGTON+TO+DOVER%2C+STRAFFORD+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Concord, New Hampshire N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: January 25, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SPAULDING TURNPIKE IMPROVEMENTS, NEWINGTON TO DOVER, STRAFFORD AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE. [Part 5 of 11] T2 - SPAULDING TURNPIKE IMPROVEMENTS, NEWINGTON TO DOVER, STRAFFORD AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE. AN - 36380079; 13142-080034_0005 AB - PURPOSE: Reconstruction and widening of a 3.5-mile segment of Spaulding Turnpike (New Hampshire 16) in Strafford and Rockingham counties, New Hampshire are proposed. The study corridor extends from the Gosling Road/Pease Boulevard interchange (Exit 1) in the town of Newington, across the Little Bay Bridges, to a point just south of the existing toll facility in the city of Dover. The parkway, which is functionally classified as a principal arterial connecting the Seacoast Region with Concord, the Lakes Region, and the White Mountains, serves as a major north-south transportation link in New Hampshire and constitutes a part of the National Highway System. Physical infrastructure deficiencies and high traffic volumes have resulted in congestion, reduce traffic speeds, and increased crash risk in the corridor. Overall crash rate along the corridor has increased at an annual rate of 14 percent. This final EIS considers a No Action Alternative, travel demand measures (TDM), transportation system management (TSM) improvements, the proposed upgrade to increase facility capacity, improvements to selected interchange locations and existing roads, and combinations of these alternatives. Various options for rehabilitation, widening, and/or replacement with respect to the Little Bay Bridges, final disposition of the historic General Sullivan Bridge, consolidation of interchanges, and various designs of grade, alignment, and geometry were evaluated. The preferred alternative would involve rehabilitation and widening of the Little Bay Bridges to eight lanes, including three general purpose lanes and an auxiliary lane in each direction; maintaining the existing easterly edge of the bridge and widening the facility at the western edge; rehabilitation of the General Sullivan Bridge to a six-ton loading capacity to continue to function as a pedestrian/bicycle/recreational facility and to accommodate emergency response and maintenance vehicles from Newington; provision of system and local connectivity improvements in Dover, including interchange improvements, ramp improvements, a US 4 bridge replacement, signalization, an underpass at the Little Bay Bridges to connect east and west Hilton Park and they are residential neighborhoods, and sound barriers; improvements in Newington, including interchange improvements, ramp alterations, a reconstructed Woodbury Avenue from Fox Run Road intersection through the Exit 3 interchange area, bridge work at the Woodbury Avenue and Spike Way crossings, and signalization improvements; and TSM and TDM provisions, including three park-and-ride facilities and expansion of three intercity bus services and connectivity improvements for three existing bus routes. Cost of the proposed action alternative is estimated at $228 million. POSITIVE IMPACTS: The reconstructed facility would improve safety and increase transportation efficiency on this major arterial route by relieving traffic congestion and reducing travel time. Increases in traffic demand would be accommodated. Improvements in transportation efficiency in the corridor would indirectly result in an addition of 1,897 jobs to regional employment rolls by the year 2025. The rehabilitation of the General Sullivan Bridge would preserve a historically significant structure. NEGATIVE IMPACTS: Rights-of-way requirements would result in the full displacement of one commercial property and the partial displacement of second property, reducing the local tax base by $2.2 million. The project would also displace 2.7 acres of prime farmland, though the affected lands have not been used for agricultural purposes for decades. Approximately 20.4 acres of wetlands would be affected. An additional 4.2 percent of the watershed for Pickering Brook would be converted to impervious surface, increasing stormwater runoff somewhat, and 1.2 acres of the 100-year floodplain would be affected. Impervious surface would also cover 14.1 acres overlying an aquifer in the area of Dover Point and Newington, which could affect aquifer recharge. Current exceedances of federal noise standards would occur along the corridor, but no new exceedances would result and some existing exceedances would be remediated. New rights-of-way and grading would be required at Bayview Park, a recreational site, and Hilton Park would be impacted during construction. The project would directly or indirectly impact the Beane Farm, Isaac Dow House, and the Portsmouth Water Booster in Newington and the Ira Pickham House in Dover, all of which are historically significant sites. Approximately 44 acres within the construction corridor contain archaeological resources of historic and Native American cultural importance. Construction workers could encounter up to 20 hazardous materials 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 06-0579D, Volume 30, Number 4. JF - EPA number: 080034, Executive Summary--27 pages and maps, Volume 1--754 pages, Volume 2--210 pages (oversized), Volume 3--721 pages, Volume 4--689 pages, January 25, 2007 PY - 2007 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-NH-EIS-06-01-F KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Surveys KW - Bridges KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Safety KW - Structural Rehabilitation KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Watersheds KW - Wetlands KW - Wildlife Surveys KW - New Hampshire 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/36380079?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-01-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPAULDING+TURNPIKE+IMPROVEMENTS%2C+NEWINGTON+TO+DOVER%2C+STRAFFORD+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.title=SPAULDING+TURNPIKE+IMPROVEMENTS%2C+NEWINGTON+TO+DOVER%2C+STRAFFORD+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Concord, New Hampshire N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: January 25, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT G, FROM INTERSTATE HIGHWAY (IH) 45 TO US 59, HARRIS AND MONTGOMERY COUNTIES, TEXAS. AN - 36344098; 12619 AB - PURPOSE: The construction of a 13.7-mile segment of fully controlled access highway bypassing the Houston Metropolitan Area in Harris and Montgomery counties, Texas is proposed. Transportation improvements are needed in the Segment G study area due to the presence of inadequate connections between suburban communities and major radial roadways, the lack of capacity to meet current and future transportation demands, the high accident rate within the corridor, and the limitations placed on economic and population by inadequate transportation infrastructure. The proposed highway segment would be located in the northeastern quadrant of the planned 170-mile-long, third loop of SH 99 (Grand Parkway) around the city of Houston; the highway segment would be known as Segment G. The project corridor at hand would extend from Interstate 45 (I-45) to the west, US 59 to the east, Farm-to-Market 1960 to the south, and just beyond the proposed Grand Parkway segment to the north. The recommended alignment for the four-lane facility within the Segment G corridor would provide for a combination of alignments. The conceptual design for this proposal consists of a four-lane, at-grade controlled access freeway, with frontage roads to provide local access, within a 400-foot rights-of-way. The design speed would be 70 miles per hour (mph), though the posted speed limit would be 65 mph. In addition to the preferred alternative (Alternative D), three alternative alignments and a No Action Alternative are considered in detail in this draft EIS. Cost of the preferred alternative is estimated at $260.5 million. POSITIVE IMPACTS: Segment G would link the suburban communities and major roadways effectively and efficiently, enhance mobility and transportation safety, and respond to the demands of economic growth in the Houston region. The full Grand Parkway facility would provide access to radial highways, including US 290/I-45, I-10, State Highway 249, and US 59, and would serve as a third loop around the Houston Metropolitan Area. NEGATIVE IMPACTS: Rights-of-way requirements would displace 63 existing residential properties, 45 planned residential properties, and one business. In addition, the facility would displace 129.9 acres of bottomland hardwoods, 31.7 acres of aquatic buffers, 27.3 acres of isolated aquatic habitat sites, 94 acres of floodways, 102.6 acres of floodplain, and 132.9 acres of prime farmland. The highway would traverse 518 acres of land under which there is a high probability of archaeological resource sites. The highway would also cross one oil/gas well and 16 public and one private water well. Traffic-generated noise would exceed federal standards in the vicinity of 138 sensitive receptor sites LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.), 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: 070019, Volume I--349 pages and maps, Volume II--321 pages, Volume III--287 pages and maps, January 22, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-03-03-D KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Floodways KW - Forests KW - Highways KW - Highway Structures KW - Natural Gas KW - Noise Standards Violations KW - Oil Production KW - Relocations-Property Acquisitions KW - Transportation KW - Wells KW - Wetlands KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Funding KW - Transportation Equity Act for the 21st Century, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344098?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-01-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+G%2C+FROM+INTERSTATE+HIGHWAY+%28IH%29+45+TO+US+59%2C+HARRIS+AND+MONTGOMERY+COUNTIES%2C+TEXAS.&rft.title=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+G%2C+FROM+INTERSTATE+HIGHWAY+%28IH%29+45+TO+US+59%2C+HARRIS+AND+MONTGOMERY+COUNTIES%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2007-11-01 N1 - SuppNotes - Draft. Preparation date: January 22, 2007 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - WISCONSIN STATE HIGHWAY 15, NEW LONDON TO GREENVILLE, OUTAGAMIE COUNTY, WISCONSIN. AN - 36342472; 12614 AB - PURPOSE: The reconstruction and realignment of 11 miles off State Highway (SH) 15 from US 45 in the city of New London to just west of the town of Greenville and SH 76 in Outagamie County, Wisconsin is proposed. SH 15 is a rural highway transitioning to a commuter route between New London and Appleton in northeastern Wisconsin. The village of Hortonville, which lies close to the center for the study corridor, has been experiencing increased traffic congestion for several years. As development continues in the region, traffic volumes will continue to increase. The existing two-lane roadway would fail to meet the need to provide for a smooth, safe flow of traffic, particularly within the village limits of Hortonville. Safety concerns include restricted sign distances at several intersections, limited passing opportunities, and numerous access points that contribute to poor traffic operations. The proposed action would expand SH 15 to provide a four-lane facility, with the option for a bypass of Hortonville. The corridor has been divided into two sections. The western section begins at the intersection of US 45 and SH 15 in New London and continues 3.4 miles southeastward to the intersection with County T and Givens Road. The eastern section continues 7.3 miles southeastward from the County T/Givens Road intersection though Hortonville to a point east of Julius Road in Greenville. Four eastern section alternatives and two western section alternatives and a No-Build Alternative are considered in this draft EIS. Cost of both western section alternatives are estimated at $26.2 million; cost of the eastern section alternatives range from $40.3 million to $51.6 million. POSITIVE IMPACTS: The expanded facility would provide for an efficient transportation system for the SH 15 corridor, allowing it to accommodate present and long-term traffic needs while minimizing disturbance to the corridor environment. NEGATIVE IMPACTS: Rights-of-way requirements for the western section would displace 122 or 134 acres, including 0.9 to 13 acres of wetlands, 52 to 76 acres of farmland, 20 to 22 acres of upland habitat, and 37 to 47 acres of developed and undeveloped urban land. One or five farms would be affected. One western alternative would displace 20 buildings, including nine residences, and the western segment would displace seven or 11 commercial units. Thirteen or 21 archaeological sites would be disturbed. Traffic-generated noise levels would exceed federal standards at seven or 11 sensitive receptor sites. Western alternatives would require special provisions to deal with six or 11 hazardous waste sites. Rights-of-way requirements for the eastern section would displace 305 to 409 acres, including 1.3 to 30.7 acres of wetlands, 94 to 254 acres of farmland, 30 to 69 acres of upland habitat, and 99 to 179 acres of developed and undeveloped urban land. Three to 14 farms would be affected, with three to 66 farm buildings being replaced and three to 47 housing units taken. Up to 19 commercial units would be displaced. One to three historic properties and three to 2 archaeological sites would be disturbed or displaced. Traffic-generated noise levels along the eastern section would exceed federal standards at six to 108 sensitive receptor sites. Construction workers would encounter eight to 36 contaminated sites. Floodplain encroachment would result on all but one western and one eastern alternative, and all alternatives would traverse streams, with two to five streams being crossed. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 070014, 522 pages and maps, January 18, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-WI-EIS-06-02-D KW - Archaeological Sites KW - Bridges KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wisconsin KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342472?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-01-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WISCONSIN+STATE+HIGHWAY+15%2C+NEW+LONDON+TO+GREENVILLE%2C+OUTAGAMIE+COUNTY%2C+WISCONSIN.&rft.title=WISCONSIN+STATE+HIGHWAY+15%2C+NEW+LONDON+TO+GREENVILLE%2C+OUTAGAMIE+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2007-11-01 N1 - SuppNotes - Draft. Preparation date: January 18, 2007 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - CAMPUS PARKWAY PROJECT FROM MISSION AVENUE INTERCHANGE TO YOSEMITE AVENUE, MERCED, CALIFORNIA. AN - 36345127; 12612 AB - PURPOSE: The construction of a 4.5-mile four-lane, limited access expressway on the eastern side of Merced in Merced County, California is proposed. The existing system of roads in northern and eastern Merced County lack the capacity and connectivity necessary to accommodate the projected growth in local and regional land use plans. Those plans include expansion of housing and business within the city of Merced, Merced County, and expansion of the University of California Merced Campus. The proposed expressway, to be known as Campus Parkway, would connect the State Route (SR) 99 interchange to Yosemite Avenue and Lake Road. At-grade intersections would be located at Yosemite Avenue, Olive Avenue, Childs Avenue, and Gerard Avenue. A connection would also be provided at SR 140 that would consist of a hooked-shaped ramp located on the highway's north side. Bridges would be constructed over Bear Creek, South and North Bear Creek Drive, and a SR 140 and the adjacent Burlington Northern and Santa Fe Railroad. Four alternatives, including a No Action Alternative, are considered in the May 2005 draft EIS; cost of each build alternatives was estimated at approximately $59.5 million at that time. This final EIS identified the Yellow Alternative as the preferred alternative. Cost of the preferred alternative, and of each of the other two action alternatives, has risen to approximately $71 million. POSITIVE IMPACTS: In addition to improving safety and reducing congestion in the immediate corridor the expressway would enhance broader local and regional transportation in support of plans to increase housing and employment we well as educational facilities in the city and county. NEGATIVE IMPACTS: Major impacts of any of the three build alternatives would include acquisition of cropland and orchards, totaling 56 to 83 acres; loss of foraging and roosting habitat for several species of bats, birds, and raptors; loss of as many as two elderberry bushes; and increased noise levels along the corridor. Noise levels would exceed state standards at two to three sensitive receptor sites and state standards at three to six such sites. All of the alternatives would result in the displacement of one residence; the loss of less than 0.09 acre of wetlands, and 0.5 acre of other waters falling under U.S. jurisdiction. Habitat for several federally species of birds and terrestrial mammals would be affected. Two hazardous waste sites would lie within the expressway alignment. Overhead structures at Bear Creek and SR 140 and lighting along the route would mar visual aesthetics in the corridor. The preferred alternative would displace one residence, 83 acres of farmland, 0.62 acre of wetlands. Traffic-generated noise levels would exceed county standards at two locations and state standards at two locations. Habitat of several special status species, including avian species, would 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 EIS, see 05-0636D, Volume 29, Number 4. JF - EPA number: 070012, 455 pages and maps, January 17, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-03-F KW - Birds KW - Bridges KW - Endangered Species (Animals) KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36345127?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-01-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CAMPUS+PARKWAY+PROJECT+FROM+MISSION+AVENUE+INTERCHANGE+TO+YOSEMITE+AVENUE%2C+MERCED%2C+CALIFORNIA.&rft.title=CAMPUS+PARKWAY+PROJECT+FROM+MISSION+AVENUE+INTERCHANGE+TO+YOSEMITE+AVENUE%2C+MERCED%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento California; DOT N1 - Date revised - 2007-11-01 N1 - SuppNotes - Final. Preparation date: January 17, 2007 N1 - Last updated - 2014-01-30 ER - TY - CPAPER T1 - MPAR Program Overview and Status T2 - 23rd Conference on Interactive Information Processing Systems for Meteorology, Oceanography, and Hydrology AN - 39296877; 4499001 JF - 23rd Conference on Interactive Information Processing Systems for Meteorology, Oceanography, and Hydrology AU - Benner, William AU - Torok, G AU - Gordner-Kalani, N AU - Batista-Carver, M AU - Lee, T Y1 - 2007/01/14/ PY - 2007 DA - 2007 Jan 14 KW - Reviews KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39296877?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=23rd+Conference+on+Interactive+Information+Processing+Systems+for+Meteorology%2C+Oceanography%2C+and+Hydrology&rft.atitle=MPAR+Program+Overview+and+Status&rft.au=Benner%2C+William%3BTorok%2C+G%3BGordner-Kalani%2C+N%3BBatista-Carver%2C+M%3BLee%2C+T&rft.aulast=Benner&rft.aufirst=William&rft.date=2007-01-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=23rd+Conference+on+Interactive+Information+Processing+Systems+for+Meteorology%2C+Oceanography%2C+and+Hydrology&rft.issn=&rft_id=info:doi/ L2 - http://ams.confex.com/ams/87ANNUAL/techprogram/programexpanded_389.htm LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2007-09-05 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Evolution of the U.S. Department of Transportation Clarus Initiative: Project Status and Future Plans T2 - 23rd Conference on Interactive Information Processing Systems for Meteorology, Oceanography, and Hydrology AN - 39273159; 4498955 JF - 23rd Conference on Interactive Information Processing Systems for Meteorology, Oceanography, and Hydrology AU - Pisano, Paul A AU - Pol, J S AU - Stern, A D AU - Boyce, B C AU - Garrett, J K Y1 - 2007/01/14/ PY - 2007 DA - 2007 Jan 14 KW - USA KW - Transportation KW - Evolution KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39273159?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=23rd+Conference+on+Interactive+Information+Processing+Systems+for+Meteorology%2C+Oceanography%2C+and+Hydrology&rft.atitle=Evolution+of+the+U.S.+Department+of+Transportation+Clarus+Initiative%3A+Project+Status+and+Future+Plans&rft.au=Pisano%2C+Paul+A%3BPol%2C+J+S%3BStern%2C+A+D%3BBoyce%2C+B+C%3BGarrett%2C+J+K&rft.aulast=Pisano&rft.aufirst=Paul&rft.date=2007-01-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=23rd+Conference+on+Interactive+Information+Processing+Systems+for+Meteorology%2C+Oceanography%2C+and+Hydrology&rft.issn=&rft_id=info:doi/ L2 - http://ams.confex.com/ams/87ANNUAL/techprogram/programexpanded_389.htm LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2007-09-05 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - I-94 JACKSON FREEWAY MODERNIZATION PROJECT, M-60 TO SARGENT ROAD, JACKSON COUNTY, MICHIGAN. AN - 36342666; 12611 AB - PURPOSE: The improvement of a nine-mile segment of Interstate 94 (I-94) through the Jackson urban area of Jackson County, Michigan is proposed. The study corridor extends from Michigan Route 60 to Sargent Road. Four alternatives, including a No Action Alternative, are considered in detail in the March 2002 draft EIS. Alternative I would provide road improvements along the existing alignment throughout the entire project areas, including construction of three continuous travel lanes in each direction, with a fourth auxiliary lane within some sections. The BL interchange would be relocated and combined with the Sargent Road Interchange. All bridges in the project corridor would be replaced. Modifications to local roads in the area would include modifications of elevation (profile), shifting centerline alignments, and addition of travel lanes. The major difference distinguishing Alternative II from Alternative I would involve interchange configuration designs. The major differences distinguishing Alternative III from Alternative I would involve the locations of the auxiliary lanes and interchange configurations. In 2002, costs of Alternatives I, II, and III were estimated at $345 million, $465 million, and $440 million, respectively; all cost figures were in 2001 dollars. This abbreviated final EIS identifies the preferred alternative, and provides new cost estimates for that alternative. Cost of the preferred Alternative is estimated at $409 million in 2005 dollars. POSITIVE IMPACTS: The project would improve and modernize deteriorating road segments and bridges, enhance travel efficiency and roadway capacity, and improve motorist safety by upgrading roadway geometrics. Minor economic benefits would result from better access and minor improvements in pedestrian and bicycle circulation would be realized. Response times for emergency vehicles using I-94 would decrease. NEGATIVE IMPACTS: Depending on the alternative selected, the rights-of-way requirements, ranging from 61 to 122 acres, would result in the displacement of 2.9 acres of prime farmland, 10 to 15 acres of active farmland, four to 18 residences, seven to 11 businesses, and parking spaces at three to five properties. The project would also affect 3.6 to 3.8 acres of floodplain, 31.5 to 36.5 acres of wetlands, up to 1.5 acres of Indiana bat habitat, and one historic site. Traffic-generated noise would exceed federal standards in the vicinity of 223 to 229 sensitive receptors. It is as yet inconclusive as to whether impacts would disproportionally affect minority and/or low-income populations. Construction workers would encounter five or six hazardous materials sites. Under the preferred alternative, rights-of-way development, encompassing 111 acres, would result in the displacement of nine owned residences, three rental units, eight businesses, and two county buildings. Approximately 32.1 acres of wetland would be lost. Traffic generated noise levels would exceed federal standards in the vicinity of 220 sensitive residential receptor 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0210D, Volume 26, Number 2. JF - EPA number: 070011, Final EIS--151 pages and maps, Draft EIS--291 pages and maps, January 12, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-MI-EIS-02-01-F KW - Bridges KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Wetlands KW - Michigan 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/36342666?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-01-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-94+JACKSON+FREEWAY+MODERNIZATION+PROJECT%2C+M-60+TO+SARGENT+ROAD%2C+JACKSON+COUNTY%2C+MICHIGAN.&rft.title=I-94+JACKSON+FREEWAY+MODERNIZATION+PROJECT%2C+M-60+TO+SARGENT+ROAD%2C+JACKSON+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 - 2007-11-01 N1 - SuppNotes - Final. Preparation date: January 12, 2007 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - EAST-WEST CORRIDOR HIGHWAY COMPONENT, I-310/AIRPORT TO CBD, JEFFERSON, ORLEANS, AND ST. CHARLES PARISHES, LOUISIANA. AN - 36343021; 12610 AB - PURPOSE: The upgrading of a multi-lane, urban arterial extending from Interstate 310 (I-310) in St. Charles Parish to the Earhart Expressway (Louisiana 3139) in Jefferson parish, Louisiana is proposed. The East-West Corridor, under consideration extends from I-310 to the central business district (CBD) of New Orleans, serves over 1.0 million residents of the New Orleans Metropolitan Area and River Parishes region, many of whom travel the corridor daily using the principal east-west highways. All these highway are affected daily by heavy congestion and travel delays. Projected population and economic growth will continue to degrade travel within the corridor. . The corridor development project consists of two separate components, namely, a highway component and a transit component, with separate EIS processes being undertaken for each component. The transit component would extends from Louis Armstrong New Orleans International Airport to the New Orleans CBD, with consideration currently given to light rail transit and bus rapid transit technologies. The corridor The highway component of the corridor development project, which is the subject of this EIS process. The proposed action would provide for the widening of the existing facility and the elimination of signalized intersections. Most notably, the proposed alternative provides for additional traffic lanes and geometric improvements along Airline Drive and a new connector bridge structure providing a direct, free-flow connection between the Earhart Expressway western terminus and Airline Drive. In addition to the proposed action, this final EIS considers a No Action Alternative and a transportation system management alternative. Cost of the proposed action is estimated at $246.5 million. POSITIVE IMPACTS: The upgraded highway would vastly improve access between the CBD and outlying areas and would compliment the proposed transit component within the corridor, providing a variety of options to travelers and combining to reduce congestion, noise levels, and air pollutant emissions in the area. Improvement of drainage features in association with highway construction would reduce flooding of the highway and adjoining areas. NEGATIVE IMPACTS: Rights-of-way requirements for the widening alternative would result in the displacement of 55 commercial units. In addition, 1.33 acres of wetlands, comprised mostly of swales and ditches, would be displaced. Bald eagle nests, which have been identified within or adjacent to the corridor, could be affected. Construction workers could encounter up to 12 hazardous waste sites within the corridor. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, 06-0160D, Volume 30, Number 1. JF - EPA number: 070010, 401 pages and maps, January 11, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-05-06-F KW - Birds KW - Endangered Species (Animals) KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Louisiana KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36343021?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-01-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST-WEST+CORRIDOR+HIGHWAY+COMPONENT%2C+I-310%2FAIRPORT+TO+CBD%2C+JEFFERSON%2C+ORLEANS%2C+AND+ST.+CHARLES+PARISHES%2C+LOUISIANA.&rft.title=EAST-WEST+CORRIDOR+HIGHWAY+COMPONENT%2C+I-310%2FAIRPORT+TO+CBD%2C+JEFFERSON%2C+ORLEANS%2C+AND+ST.+CHARLES+PARISHES%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT N1 - Date revised - 2007-11-01 N1 - SuppNotes - Final. Preparation date: January 11, 2007 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - I-94/TH 10 INTERNATIONAL CONNECTION, FROM WEST OF BECKER, TO EAST OF ST. CLOUD, SHERBURNE, STEARNS, AND WRIGHT COUNTIES, MINNESOTA. AN - 36351673; 12602 AB - PURPOSE: The implementation of capacity improvements to the interregional corridor connection between Interstate 94 (I-94) and Trunk Highway (TH) 10 within an area west of the city of Becker and east of the city of St. Cloud in Sherburne, Stearns, and Wright counties, Minnesota is proposed. The connection between I-94 and TH 10 is currently provided via TH 24, a two-lane, uncontrolled access roadway that passes through the cities of Clearwater and Clear Lake, with an at-grade crossing at the Burlington Northern Santa Fe (BNSF) railroad just south of TH 10. Five alternatives, including a No-Build Alternative, were considered in the January 2004 draft EIS. All build alternatives include construction of a four-lane freeway, with a grade separation at the BNSF rail crossing and a bridge crossing over the Mississippi River. The project would include provisions for an existing snowmobile trail within an abandoned railroad corridor adjacent to County State Aid Highway 75 and for accommodations for future extension of the Beaver Island Regional Trail on the new bridge. The preferred alternative (Alternative C), identified in this final EIS, would intersect with I-94 approximately 1.6 miles southeast of the existing TH 24/I-94 (Clearwater) interchange, continue in to north-northeast on a new alignment across the river until it intersected with Sherburne County State Aid Highway 8, continue northward on an existing local road alignment (70th Avenue), and intersect with TH 10 1.2 miles northeast of the existing TH 24/TH 10 intersection. This Alternatives would incorporate a freeway design with interchanges at I-94 and TH 10 and a grade-separated rail crossing near TH 10. The Alternative would also include in intersection at TH 24 to provide local access to and from the city of Clear Lake. Alternative C would also provide for replacement of the existing TH 24 bridge over the Mississippi River by 2040 as a separate project. Costs of the preferred alternative are estimated at $133.4 million. POSITIVE IMPACTS: The connector would remove traffic from the cities of Clearwater and Clear Lake, separating local and through vehicle flows to improve long-distance travel while reducing urban congestion. Provision of controlled access to the facility would eliminate conflicts with crossing traffic, thereby reducing the accident rate along the corridor. NEGATIVE IMPACTS: Development of 508 acres of new rights-of-way requirements would result in the displacement of one commercial, 12 residential, and four agricultural properties. Approximately 152 acres of farmland would be lost. Traffic-generated noise and visible structures could impact on the quality of user experience on the Mississippi Scenic Riverway and Canoe/Boating Route, and the facility could impeded access to several recreational sites in the area; noise levels within the corridor would generally rise. Woodland wildlife habitat, meadow, sedge, wetland, and/or floodplain would be displaced. Federally protected or state-protected wildlife species, including Blandings turtle, loggerhead shrike, and/or bald eagle could be affected, and the removal of the TH 24 bridge under one alternative could decrease habitat for migratory avian species. Property acquisitions related to rights-of-way development would reduce the tax base by $23,054. 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.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Wild and Scenic Rivers Act of 1968 (16 U.S.C. 1271 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0334F, Volume 28, Number 3. JF - EPA number: 070002, Final EIS--177 pages and maps, Draft EIS--401 pages and maps, January 4, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-04-01-F KW - Birds KW - Bridges KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Noise KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Rivers KW - Safety KW - Section 4(f) Statements KW - Scenic Areas KW - Trails KW - Transportation KW - Wetlands KW - Wild and Scenic Rivers KW - Wildlife Habitat KW - Minnesota KW - Department of Transportation Act of 1966, Recreational Resources KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance KW - Wild and Scenic Rivers Act of 1968, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36351673?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-01-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-94%2FTH+10+INTERNATIONAL+CONNECTION%2C+FROM+WEST+OF+BECKER%2C+TO+EAST+OF+ST.+CLOUD%2C+SHERBURNE%2C+STEARNS%2C+AND+WRIGHT+COUNTIES%2C+MINNESOTA.&rft.title=I-94%2FTH+10+INTERNATIONAL+CONNECTION%2C+FROM+WEST+OF+BECKER%2C+TO+EAST+OF+ST.+CLOUD%2C+SHERBURNE%2C+STEARNS%2C+AND+WRIGHT+COUNTIES%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT N1 - Date revised - 2007-11-01 N1 - SuppNotes - Final. Preparation date: January 4, 2007 N1 - Last updated - 2014-01-30 ER - TY - JOUR T1 - Government 2.0-Fact or Fiction AN - 58767496; 2008-139016 AB - Discusses the development of "Government 2.0." Founded on Web 2.0 capabilities, it is asserted that Government 2.0 should provide access in a manner that differs in participatory, pervasive, & integrated terms; government use of wikis & virtual worlds is noted. Attention is given to costs, performance measurement, & human capital implications. References. Adapted from the source document. JF - The Public Manager AU - Mintz, Daniel AD - U.S. Department of Transportation dan.mintz@dot.gov Y1 - 2007/01// PY - 2007 DA - January 2007 SP - 21 EP - 24 PB - LMI Research Institute, McLean VA VL - 36 IS - 4 SN - 1061-7639, 1061-7639 KW - Government - Forms of government KW - Government - Public administration KW - Science and technology policy - Computer science and information technology KW - Economic conditions and policy - Economic theory KW - Cost KW - United States KW - Public administration KW - Federal government KW - Internet KW - Electronic government KW - article UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/58767496?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Apais&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=The+Public+Manager&rft.atitle=Government+2.0-Fact+or+Fiction&rft.au=Mintz%2C+Daniel&rft.aulast=Mintz&rft.aufirst=Daniel&rft.date=2007-01-01&rft.volume=36&rft.issue=4&rft.spage=21&rft.isbn=&rft.btitle=&rft.title=The+Public+Manager&rft.issn=10617639&rft_id=info:doi/ LA - English DB - PAIS Index N1 - Date revised - 2008-06-04 N1 - Last updated - 2016-09-28 N1 - SubjectsTermNotLitGenreText - United States; Federal government; Electronic government; Internet; Public administration; Cost ER - TY - JOUR T1 - Aircraft-Assisted Pilot Suicides in the United States, 1993-2002 AN - 57257340; 200819853 AB - Our laboratory was interested in epidemiological and toxicological findings from aircraft-assisted pilot suicides. Between 1993-2002 there were 3,648 fatal aviation accidents. The NTSB determined that 16 were aircraft-assisted suicides; 15 from intentional crashing of an aircraft and 1 from exiting the aircraft while in-flight. All pilots involved in these aircraft-assisted suicides were male, with a median age of 40 years. Seven of the 14 pilots for which specimens were available were positive for disqualifying substances. Based on the few cases conclusively attributed to suicide, death by the intentional crashing of an aircraft appears to be an infrequent and uncommon event. JF - Archives of Suicide Research AU - Lewis, Russell J AU - Johnson, Robert D AU - Whinnery, James E AU - Forster, Estrella M AD - Civil Aerospace Medical Institute, Federal Aviation Administration, Bioaeronautical Sciences Research Laboratory, Oklahoma City, OK, USA Y1 - 2007///0, PY - 2007 DA - 0, 2007 SP - 149 EP - 161 PB - Taylor & Francis, Philadelphia PA VL - 11 IS - 2 SN - 1381-1118, 1381-1118 KW - Aircraft KW - Pilots KW - Suicide KW - Fatal accidents KW - article UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/57257340?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aassia&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Archives+of+Suicide+Research&rft.atitle=Aircraft-Assisted+Pilot+Suicides+in+the+United+States%2C+1993-2002&rft.au=Lewis%2C+Russell+J%3BJohnson%2C+Robert+D%3BWhinnery%2C+James+E%3BForster%2C+Estrella+M&rft.aulast=Lewis&rft.aufirst=Russell&rft.date=2007-01-01&rft.volume=11&rft.issue=2&rft.spage=149&rft.isbn=&rft.btitle=&rft.title=Archives+of+Suicide+Research&rft.issn=13811118&rft_id=info:doi/10.1080%2F13811110701247636 LA - English DB - Applied Social Sciences Index & Abstracts (ASSIA) N1 - Date revised - 2008-10-01 N1 - Last updated - 2016-09-27 N1 - CODEN - ASREFQ N1 - SubjectsTermNotLitGenreText - Aircraft; Suicide; Fatal accidents; Pilots DO - http://dx.doi.org/10.1080/13811110701247636 ER - TY - JOUR T1 - Investigation of the M6.6 Niigata-Chuetsu Oki, Japan earthquake of July 16, 2007 AN - 51228800; 2008-078340 AB - The M6.6 mainshock of the Niigata Chuetsu Oki (offshore) earthquake occurred at 10:13 a.m. local time on July 16, 2007, and was followed by a sequence of aftershocks that were felt during the entire time of the reconnaissance effort. The mainshock had an estimated focal depth of 10 km and struck in the Japan Sea offshore Kariwa. Analysis of waveforms from source inversion studies indicates that the event occurred along a thrust fault with a NE trend. The fault plane is either a strike of 34 degrees with a dip of 51 degrees or a strike of 238 degrees with a dip of 41 degrees. Which of these two planes is associated with the mainshock rupture is unresolved, although attenuation relationship analysis indicates that the northwest-dipping fault is favored. The quake affected an approximately 100-km-wide area along the coastal areas of southwestern Niigata prefecture. The event triggered ground failures as far as the Unouma Hills, located in central Niigata approximately 50 km from the shore and the source area of the 2004 Niigata Chuetsu earthquake. The primary event produced tsunami run-ups that reached maximum runup heights of about 20 centimeters along the shoreline of southern Niigata Prefecture. JF - Open-File Report - U. S. Geological Survey AU - Kayen, Robert AU - Collins, Brian AU - Abrahamson, Norm AU - Ashford, Scott AU - Brandenberg, Scott J AU - Cluff, Lloyd AU - Dickenson, Stephen AU - Johnson, Laurie AU - Tanaka, Yasuo AU - Tokimatsu, Kohji AU - Kabeyasawa, Toshimi AU - Kawamata, Yohsuke AU - Koumoto, Hidetaka AU - Marubashi, Nanako AU - Pujol, Santiago AU - Steele, Clint AU - Sun, Joseph I AU - Tsai, Ben AU - Yanev, Peter AU - Yashinsky, Mark AU - Yousok, Kim Y1 - 2007 PY - 2007 DA - 2007 SP - 230 PB - U. S. Geological Survey, Reston, VA SN - 0196-1497, 0196-1497 KW - failures KW - shock waves KW - Far East KW - geologic hazards KW - magnitude KW - elastic waves KW - attenuation KW - rupture KW - Niigata Japan KW - Niigata-ken Chuetsu-Oki earthquake 2007 KW - epicenters KW - seismic waves KW - Honshu KW - Asia KW - active faults KW - USGS KW - earthquakes KW - Japan KW - faults KW - 19:Seismology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51228800?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Open-File+Report+-+U.+S.+Geological+Survey&rft.atitle=Investigation+of+the+M6.6+Niigata-Chuetsu+Oki%2C+Japan+earthquake+of+July+16%2C+2007&rft.au=Kayen%2C+Robert%3BCollins%2C+Brian%3BAbrahamson%2C+Norm%3BAshford%2C+Scott%3BBrandenberg%2C+Scott+J%3BCluff%2C+Lloyd%3BDickenson%2C+Stephen%3BJohnson%2C+Laurie%3BTanaka%2C+Yasuo%3BTokimatsu%2C+Kohji%3BKabeyasawa%2C+Toshimi%3BKawamata%2C+Yohsuke%3BKoumoto%2C+Hidetaka%3BMarubashi%2C+Nanako%3BPujol%2C+Santiago%3BSteele%2C+Clint%3BSun%2C+Joseph+I%3BTsai%2C+Ben%3BYanev%2C+Peter%3BYashinsky%2C+Mark%3BYousok%2C+Kim&rft.aulast=Kayen&rft.aufirst=Robert&rft.date=2007-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Open-File+Report+-+U.+S.+Geological+Survey&rft.issn=01961497&rft_id=info:doi/ L2 - http://pubs.usgs.gov/of/2007/1365/ https://pubs.er.usgs.gov/browse/usgs-publications/OFR LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2016, American Geosciences Institute. N1 - Date revised - 2008-01-01 N1 - PubXState - VA N1 - Document feature - illus. incl. sketch maps N1 - SuppNotes - Date issued: 2007; Accessed on Feb. 27, 2008 N1 - Last updated - 2016-09-16 N1 - CODEN - XGROAG N1 - SubjectsTermNotLitGenreText - active faults; Asia; attenuation; earthquakes; elastic waves; epicenters; failures; Far East; faults; geologic hazards; Honshu; Japan; magnitude; Niigata-ken Chuetsu-Oki earthquake 2007; Niigata Japan; rupture; seismic waves; shock waves; USGS ER - TY - JOUR T1 - DIGGS; data interchange standard for geotechnical and geoenvironmental data AN - 51077454; 2008-084376 JF - Scientific Investigations Report AU - Ponti, Daniel J AU - Lefchick, Thomas E AU - Hoit, Marc A2 - Brady, Shailaja R. A2 - Sinha, A. Krishna A2 - Gundersen, Linda C. Y1 - 2007 PY - 2007 DA - 2007 SP - 66 EP - 67 PB - U. S. Geological Survey, Reston, VA KW - geology KW - computer programs KW - Data Interchange for Geotechnical and Geoenvironmental Specialists KW - environmental geology KW - data processing KW - DIGGS KW - applications KW - data storage KW - USGS KW - information management KW - data management KW - 15:Miscellaneous UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51077454?accountid=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=Scientific+Investigations+Report&rft.atitle=DIGGS%3B+data+interchange+standard+for+geotechnical+and+geoenvironmental+data&rft.au=Ponti%2C+Daniel+J%3BLefchick%2C+Thomas+E%3BHoit%2C+Marc&rft.aulast=Ponti&rft.aufirst=Daniel&rft.date=2007-01-01&rft.volume=&rft.issue=&rft.spage=66&rft.isbn=&rft.btitle=&rft.title=Scientific+Investigations+Report&rft.issn=&rft_id=info:doi/ L2 - http://pubs.usgs.gov/sir/2007/5199/ http://pubs.usgs.gov/sir/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2008-01-01 N1 - Number of references - 1 N1 - PubXState - VA N1 - SuppNotes - Accessed on April 9, 2008 N1 - Last updated - 2012-06-07 N1 - CODEN - #06439 N1 - SubjectsTermNotLitGenreText - applications; computer programs; Data Interchange for Geotechnical and Geoenvironmental Specialists; data management; data processing; data storage; DIGGS; environmental geology; geology; information management; USGS ER - TY - JOUR T1 - Comparison of peak-flow estimation methods for small drainage basins in Maine AN - 50856202; 2008-099812 AB - Understanding the accuracy of commonly used methods for estimating peak streamflows is important because the designs of bridges, culverts, and other river structures are based on these flows. Different methods for estimating peak streamflows were analyzed for small drainage basins in Maine. For the smallest basins, with drainage areas of 0.2 to 1.0 square mile, nine peak streamflows from actual rainfall events at four crest-stage gaging stations were modeled by the Rational Method and the Natural Resource Conservation Service TR-20 method and compared to observed peak flows. The Rational Method had a root mean square error (RMSE) of -69.7 to 230 percent (which means that approximately two thirds of the modeled flows were within -69.7 to 230 percent of the observed flows). The TR-20 method had an RMSE of -98.0 to 5,010 percent. Both the Rational Method and TR-20 underestimated the observed flows in most cases. For small basins, with drainage areas of 1.0 to 10 square miles, modeled peak flows were compared to observed statistical peak flows with return periods of 2, 50, and 100 years for 17 streams in Maine and adjoining parts of New Hampshire. Peak flows were modeled by the Rational Method, the Natural Resources Conservation Service TR-20 method, U.S. Geological Survey regression equations, and the Probabilistic Rational Method. JF - Scientific Investigations Report AU - Hodgkins, Glenn AU - Hebson, Charles AU - Lombard, Pamela AU - Mann, Alexander Y1 - 2007 PY - 2007 DA - 2007 SP - 32 PB - U. S. Geological Survey, Reston, VA KW - United States KW - hydrology KW - gauging KW - surface water KW - statistical analysis KW - rivers and streams KW - atmospheric precipitation KW - streamflow KW - runoff KW - drainage basins KW - probability KW - Maine KW - USGS KW - regression analysis KW - 21:Hydrogeology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50856202?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/GeoRef&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=book&rft.jtitle=&rft.atitle=&rft.au=Hodgkins%2C+Glenn%3BHebson%2C+Charles%3BLombard%2C+Pamela%3BMann%2C+Alexander&rft.aulast=Hodgkins&rft.aufirst=Glenn&rft.date=2007-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Comparison+of+peak-flow+estimation+methods+for+small+drainage+basins+in+Maine&rft.title=Comparison+of+peak-flow+estimation+methods+for+small+drainage+basins+in+Maine&rft.issn=&rft_id=info:doi/ L2 - http://pubs.usgs.gov/sir/2007/5170/ http://pubs.usgs.gov/sir/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2008-01-01 N1 - Number of references - 29 N1 - PubXState - VA N1 - Document feature - 13 tables, sketch maps N1 - SuppNotes - Accessed on April 18, 2008; includes appendices; Prepared in cooperation with the Maine Department of Transportation N1 - Last updated - 2012-06-07 N1 - CODEN - #06439 N1 - SubjectsTermNotLitGenreText - atmospheric precipitation; drainage basins; gauging; hydrology; Maine; probability; regression analysis; rivers and streams; runoff; statistical analysis; streamflow; surface water; United States; USGS ER - TY - JOUR T1 - Portland State University Montgomery Court Seismic Rehabilitation Project, Portland, Oregon AN - 50843980; 2008-096192 JF - Oregon Preliminary Geologic Map AU - Wang, Yumei AU - Heathman, Christopher J Y1 - 2007 PY - 2007 DA - 2007 EP - 1 disc PB - State of Oregon, Department of Geology and Mineral Industries, Portland, OR KW - United States KW - programs KW - geologic hazards KW - seismic response KW - cost KW - structures KW - Oregon KW - mitigation KW - safety KW - building codes KW - seismic risk KW - Multnomah County Oregon KW - Portland State University KW - earthquakes KW - Portland Oregon KW - 30:Engineering geology KW - 19:Seismology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50843980?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/GeoRef&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=book&rft.jtitle=&rft.atitle=&rft.au=Wang%2C+Yumei%3BHeathman%2C+Christopher+J&rft.aulast=Wang&rft.aufirst=Yumei&rft.date=2007-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Portland+State+University+Montgomery+Court+Seismic+Rehabilitation+Project%2C+Portland%2C+Oregon&rft.title=Portland+State+University+Montgomery+Court+Seismic+Rehabilitation+Project%2C+Portland%2C+Oregon&rft.issn=&rft_id=info:doi/ 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 - OR N1 - Document feature - illus. incl. 3 tables N1 - Last updated - 2012-06-07 N1 - CODEN - #06980 N1 - SubjectsTermNotLitGenreText - building codes; cost; earthquakes; geologic hazards; mitigation; Multnomah County Oregon; Oregon; Portland Oregon; Portland State University; programs; safety; seismic response; seismic risk; structures; United States ER - TY - JOUR T1 - FHWA's efforts to raise the standard for analysis, mitigation and management of landslides AN - 50648402; 2008-105011 JF - Open File Report - State of Oregon, Department of Geology and Mineral Industries AU - Anderson, Scott A AU - Burns, William J AU - Wang, Yumei Y1 - 2007 PY - 2007 DA - 2007 SP - 54 EP - 62 PB - Oregon Department of Geology and Mineral Industries, Portland, OR KW - United States KW - Federal Highway Administration KW - soil mechanics KW - technology KW - laser methods KW - government agencies KW - damage KW - radar methods KW - rock mechanics KW - landslides KW - mitigation KW - lidar methods KW - SAR KW - mass movements KW - risk assessment KW - InSAR KW - slope stability KW - roads KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50648402?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Open+File+Report+-+State+of+Oregon%2C+Department+of+Geology+and+Mineral+Industries&rft.atitle=FHWA%27s+efforts+to+raise+the+standard+for+analysis%2C+mitigation+and+management+of+landslides&rft.au=Anderson%2C+Scott+A%3BBurns%2C+William+J%3BWang%2C+Yumei&rft.aulast=Anderson&rft.aufirst=Scott&rft.date=2007-01-01&rft.volume=&rft.issue=&rft.spage=54&rft.isbn=&rft.btitle=&rft.title=Open+File+Report+-+State+of+Oregon%2C+Department+of+Geology+and+Mineral+Industries&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 2007 Landslide symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2008-01-01 N1 - PubXState - OR N1 - Document feature - illus. N1 - SuppNotes - Includes slides from author's PowerPoint presentation N1 - Last updated - 2012-06-07 N1 - CODEN - #01662 N1 - SubjectsTermNotLitGenreText - damage; Federal Highway Administration; government agencies; InSAR; landslides; laser methods; lidar methods; mass movements; mitigation; radar methods; risk assessment; roads; rock mechanics; SAR; slope stability; soil mechanics; technology; United States ER - TY - JOUR T1 - U. S. Highway 26 emergency landslide repair, milepost 24, Clatsop County, Oregon AN - 50244949; 2008-105019 JF - Open File Report - State of Oregon, Department of Geology and Mineral Industries AU - Freitag, George AU - Kelsay, Stanley AU - Braibish, Thomas AU - Burns, William J AU - Wang, Yumei Y1 - 2007 PY - 2007 DA - 2007 SP - 97 PB - Oregon Department of Geology and Mineral Industries, Portland, OR KW - United States KW - bedrock KW - engineering properties KW - damage KW - Clatsop County Oregon KW - rock mechanics KW - Oregon KW - landslides KW - mass movements KW - coastal environment KW - construction KW - roads KW - field studies KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50244949?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Open+File+Report+-+State+of+Oregon%2C+Department+of+Geology+and+Mineral+Industries&rft.atitle=U.+S.+Highway+26+emergency+landslide+repair%2C+milepost+24%2C+Clatsop+County%2C+Oregon&rft.au=Freitag%2C+George%3BKelsay%2C+Stanley%3BBraibish%2C+Thomas%3BBurns%2C+William+J%3BWang%2C+Yumei&rft.aulast=Freitag&rft.aufirst=George&rft.date=2007-01-01&rft.volume=&rft.issue=&rft.spage=97&rft.isbn=&rft.btitle=&rft.title=Open+File+Report+-+State+of+Oregon%2C+Department+of+Geology+and+Mineral+Industries&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 2007 Landslide symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2008-01-01 N1 - PubXState - OR N1 - Last updated - 2012-06-07 N1 - CODEN - #01662 N1 - SubjectsTermNotLitGenreText - bedrock; Clatsop County Oregon; coastal environment; construction; damage; engineering properties; field studies; landslides; mass movements; Oregon; roads; rock mechanics; United States ER - TY - JOUR T1 - Asset management-based unstable slope rating system for Oregon highways AN - 50240655; 2008-105023 JF - Open File Report - State of Oregon, Department of Geology and Mineral Industries AU - Mohney, Curran AU - Schick, Jamie AU - Burns, William J AU - Wang, Yumei Y1 - 2007 PY - 2007 DA - 2007 SP - 101 EP - 102 PB - Oregon Department of Geology and Mineral Industries, Portland, OR KW - United States KW - rockfalls KW - geologic hazards KW - regional planning KW - mapping KW - Oregon KW - landslides KW - geographic information systems KW - mass movements KW - land management KW - classification KW - risk assessment KW - information systems KW - slope stability KW - roads KW - land use KW - 30:Engineering geology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50240655?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Open+File+Report+-+State+of+Oregon%2C+Department+of+Geology+and+Mineral+Industries&rft.atitle=Asset+management-based+unstable+slope+rating+system+for+Oregon+highways&rft.au=Mohney%2C+Curran%3BSchick%2C+Jamie%3BBurns%2C+William+J%3BWang%2C+Yumei&rft.aulast=Mohney&rft.aufirst=Curran&rft.date=2007-01-01&rft.volume=&rft.issue=&rft.spage=101&rft.isbn=&rft.btitle=&rft.title=Open+File+Report+-+State+of+Oregon%2C+Department+of+Geology+and+Mineral+Industries&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - 2007 Landslide symposium N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2008-01-01 N1 - PubXState - OR N1 - Document feature - illus. incl. sketch map N1 - Last updated - 2012-06-07 N1 - CODEN - #01662 N1 - SubjectsTermNotLitGenreText - classification; geographic information systems; geologic hazards; information systems; land management; land use; landslides; mapping; mass movements; Oregon; regional planning; risk assessment; roads; rockfalls; slope stability; United States ER - TY - RPRT T1 - COUNTY STATE AID HIGHWAY 21 FROM COUNTY STATE AID HIGHWAY 18 TO COUNTY STATE AID HIGHWAY 42, AND TRANSIT STATION, SCOTT COUNTY, MINNESOTA. AN - 36342416; 13082 AB - PURPOSE: The construction of a three-mile extension of County State Aid Highway (CSAH) 21 from CSAH 42 in Prior Lake to CSAH 18 at the Southbridge Parkway in Shakopee, entirely in Scott County, Minnesota is proposed. A 1990 corridor study first identified the need for extending the highway as part of a plan to provide a new Trunk Highway (TH) 169/Bloomington Ferry Bridge and TH 169 bypass. The study identified the need for an additional north-south roadway between CSAH 83 and CSAH 18 based on Metropolitan Council spacing criteria for developed areas. The project would provide a four-lane expressway through the majority of the corridor, with three options at the CSAH 21/CSAH 18 intersection under consideration. The options include a four-lane at-grade intersection, a six-lane at-grade intersection, and a four-lane interchange. Two alignment options for a portion of the build alternative were considered in the draft EIS. Finally, the proposed project would include a 500-space surface transit station (park-and-ride station) in the southwest quadrant of the CSAH 21/CSAH 16 intersection and a pedestrian/bicycle trail along the east side of the roadway. Depending on the CSAH 21/CSAH 18 intersection option chosen, costs of the project range from $14.9 million to $21.4 million in 2005 dollars. Cost of the park-and-ride transit station is estimated at $2.3 million. This abbreviated final EIS provides errata for the draft EIS, updates information as necessary, and presents the comments on the draft and responses to those comments. POSITIVE IMPACTS: The highway extension would provide a needed link in the county-wide roadway system to help manage traffic resulting from current and planned development in Scott County. The addition of another continuous north-south arterial through the county would allow for the efficient movement to a wide range of destination for a wide range of purposes. The placement of the park-and-ride facility would encourage use of mass public transit facilities accessible along the corridor. NEGATIVE IMPACTS: Rights-of-way development would displace largely agricultural and undeveloped lands, including 8.4 to 8.6 acres of farmland now incorporated into three farms and 18 acres of prime or unique farmland overall. In addition, the project would displace 22 acres of a regionally significant ecological area by Dean Lake, including 7.03 to 7.07 acres of wetlands, and 22.8 to 23.6 acres of forest. As an expressway, CSAH 21 would no longer provide direct access to individual properties, and the six-lane at-grade intersection option would remove right-in access to Shakopee Crossings. Two farms would be severed, and, depending on the alignment chosen, the facility would sever 3.3 or 8.3 acres from an over 2,000-acre parcel of land owned by the Shakopee Mdewakanton Sioux Community. The highway facility would introduce contrasting non-agricultural development in a rural area. 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 06-0583D, Volume 30, Number 4. JF - EPA number: 070552, Final EIS--227 pages and maps, Draft EIS--228 pages and maps, 27, 2007 PY - 2007 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-06-01-F KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Indian Reservations KW - Parking KW - Rapid Transit Systems KW - Trails KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Minnesota KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342416?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2007-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COUNTY+STATE+AID+HIGHWAY+21+FROM+COUNTY+STATE+AID+HIGHWAY+18+TO+COUNTY+STATE+AID+HIGHWAY+42%2C+AND+TRANSIT+STATION%2C+SCOTT+COUNTY%2C+MINNESOTA.&rft.title=COUNTY+STATE+AID+HIGHWAY+21+FROM+COUNTY+STATE+AID+HIGHWAY+18+TO+COUNTY+STATE+AID+HIGHWAY+42%2C+AND+TRANSIT+STATION%2C+SCOTT+COUNTY%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Saint Paul, Minnesota; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: 27, 2007 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - CAVFS Performance Monitoring Project AN - 21056785; 7597716 AB - Using grant money provided by the Federal Highway Administration and supplemental state funding, the Washington State Department of Transportation is currently implementing a monitoring program to evaluate the performance of compost-amended vegetated filter strip(s) (CAVFS) for treating runoff from highways. CAVFS are one design variation of the vegetated filter strip, a low-impact development technique for treating stormwater anywhere there is adequate right of way width and slope, including in urban environments. Vegetated filter strips are land areas of amended soils and planted vegetation that are positioned to intercept runoff from highways or other impervious surfaces before it is discharged to receiving water. Their primary purpose is to remove sediments and other pollutants coming directly off the pavement by reducing runoff velocities, precipitating and trapping sediment and other pollutants, and providing some hydraulic infiltration and biological uptake. Some research (e.g., Glanville et al. 2004) has indicated that compost amendment can improve filter strip treatment performance by increasing surface roughness, improving moisture retention and infiltration capacity, increasing removal of soluble cationic contaminants through sorption, and promoting vegetative health while limiting the spread of invasive weeds. JF - LakeLine AU - Lenth, J AU - Batts, D AU - Cawrse, M AD - Washington State Department of Transportation Environmental Services Office, USA Y1 - 2007///0, PY - 2007 DA - 0, 2007 SP - 29 EP - 33 VL - 27 IS - 2 SN - 0743-7978, 0743-7978 KW - Pollution Abstracts; Water Resources Abstracts KW - Hydraulics KW - Pollution monitoring KW - INE, USA, Washington KW - Transportation KW - Pollutants KW - Stormwater runoff KW - soil amendment KW - Sediment Contamination KW - Highways KW - Sorption KW - Sediment pollution KW - Velocity KW - Vegetation KW - Trapping KW - Sediments KW - Filters KW - Performance Evaluation KW - Infiltration KW - weeds KW - Monitoring KW - Runoff KW - P 2000:FRESHWATER POLLUTION KW - SW 3010:Identification of pollutants UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/21056785?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Apollution&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=LakeLine&rft.atitle=CAVFS+Performance+Monitoring+Project&rft.au=Lenth%2C+J%3BBatts%2C+D%3BCawrse%2C+M&rft.aulast=Lenth&rft.aufirst=J&rft.date=2007-01-01&rft.volume=27&rft.issue=2&rft.spage=29&rft.isbn=&rft.btitle=&rft.title=LakeLine&rft.issn=07437978&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2007-10-01 N1 - Last updated - 2016-12-21 N1 - SubjectsTermNotLitGenreText - Pollution monitoring; Sediment pollution; Sorption; Hydraulics; Vegetation; Velocity; Sediments; Filters; Transportation; Stormwater runoff; Infiltration; soil amendment; weeds; Highways; Performance Evaluation; Pollutants; Sediment Contamination; Monitoring; Trapping; Runoff; INE, USA, Washington ER - TY - RPRT T1 - CASOTTE LANDING LNG PROJECT, PASCAGOULA, JACKSON COUNTY, MISSISSIPPI (DOCKET NOS. PF05-9-000 AND CP05-420-000). AN - 36342076; 12591 AB - PURPOSE: The issuance of a Certificate of Public Convenience and Necessity for the construction and operation of a new liquefied natural gas (LNG) import terminal and ancillary facilities near Pascagoula in Jackson County, Mississippi is proposed. To maintain pace with growing energy demands, industry authorities estimate that consumption of natural gas in the Untied States will grow from 22.4 trillion cubic feet per year in 2004 to 27.0 trillion cubic feet per year by 2025. Domestic supplies of natural gas will not keep up with demand. As a result, US distributors of natural gas are constantly seeking additional, more efficient facilities to import LNG from foreign sources. The project proposed by the applicant, Bayou Casotte Energy LLC, would include a ship unloading facility with a single berth capable of receiving LNG ships with cargo capacities of up to 20,000 cubic meters; three 160,000-cubic-meter full containment LNG storage tanks; a closed-loop intermediate fluid vaporizer system utilizing cooling water from the adjacent Chevron Pascagoula Refinery as a heat source, sized for a normal sendout of 1.3 billion cubic feet per day; various ancillary buildings and facilities at the terminal site; five pipeline interconnects originating from a 1.5-mile, 36-inch-diameter spur pipeline; and associated pipeline support facilities, including two meter stations at interconnects with the existing pipeline systems. Construction of the terminal slip would require excavation of 4.5 million cubic yards of material, of 1.0 million cubic feet would be used for fill, leveling, construction of the hurricane levee at the terminal site. The remaining material and 250,000 cubic yards to be dredged annual for maintenance purposes would be dumped in the Pascagoula Ocean Dredged Material Disposal Site, which is located offshore in the Gulf of Mexico south of Horn Island. In addition to these facilities, which fall under the regulatory jurisdiction of the federal government, nonjurisdictional facilities associated with the project would include a natural gas liquid extraction system and pipeline, electric transmission lines, an electric substation, and a wasteheat, water circulation system. The relocation of two crude oil tankers would be required to maintain shipping capacity with respect to the Chevron Pascagoula Refinery and to take advantage of the dual-slip design of the proposed marine terminal slip. The terminal and pipeline facilities would transport a nominal rate of 1.3 billion cubic feet per day of imported LNG to U.S. markets via interconnects with five existing intrastate and interstate pipelines in the vicinity of the proposed terminal site. In addition to the proposed action, this final EIS considers a No Action Alternative, an alternative that would postpone the proposed action, other existing and approved LNG terminal sites, and two alternative pipeline routes. POSITIVE IMPACTS: The terminal would increase the nation's capacity for the import of LNG and the conversion of LNG into gas for transport to the regional market, thereby helping to ensure the continued growth in the supply of this essential source of energy for domestic and industrial uses. NEGATIVE IMPACTS: Land requirements for the terminal site would occupy 264 acres during construction and operation. Construction of the pipeline interconnects and meter stations would affect 17.4 acres, 7.9 acres of which would be displaced permanently during operation of the pipeline facilities. Approximately 117 acres of low-quality upland vegetation and 151.1 acres of low- to medium-quality wetlands would be affected. Approximately 123.5 acres of wetlands would be permanently displaced. Nonjurisdictional facilities would displace 36.2 acres during construction and 1.8 acres during operation. Approximately 12.3 acres of wetlands would be affected and 0.9 acre permanently displaced. Dredging and disposal of dredged material would destroy bethos and benthic habitat at the terminal site and at the ocean dumping site. The jurisdictional pipeline would traverse two canals, while the nonjurisdictional pipeline would cross five perennial ditches and one perennial drainage canal. Essential fish habitat for 18 species could occur in the area of the terminal, though no significant impacts to these habitats are expected. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 251 et seq.), Magnuson Fishery Conservation and Management Act of 1976 (16 U.S.C. 1801 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), Maritime Transportation Security Act of 2002 (46 U.S.C. 701), Natural Gas Act (15 U.S.C. 717 f(c)), and Ports and Waterways Safety Act of 1972 (33 U.S.C. 1221 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0330D, Volume 30, Number 3. JF - EPA number: 060538, 978 pages, December 22, 2006 PY - 2006 KW - Energy KW - Agency number: FERC/EIS-193 KW - Channels KW - Coastal Zones KW - Dikes KW - Disposal KW - Dredging KW - Fish KW - Fisheries Surveys KW - Flood Control KW - Harbor Structures KW - Harbors KW - Hurricanes KW - Natural Gas KW - Ocean Dumping KW - Pipelines KW - Refineries KW - Ships KW - Terminal Facilities KW - Transmission Lines KW - Vegetation KW - Waterways KW - Wetlands KW - Wildlife Habitat KW - Gulf of Mexico KW - Mississippi KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Magnuson Fishery Conservation and Management Act of 1976, Compliance KW - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits KW - Maritime Transportation Security Act of 2002, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342076?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-12-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CASOTTE+LANDING+LNG+PROJECT%2C+PASCAGOULA%2C+JACKSON+COUNTY%2C+MISSISSIPPI+%28DOCKET+NOS.+PF05-9-000+AND+CP05-420-000%29.&rft.title=CASOTTE+LANDING+LNG+PROJECT%2C+PASCAGOULA%2C+JACKSON+COUNTY%2C+MISSISSIPPI+%28DOCKET+NOS.+PF05-9-000+AND+CP05-420-000%29.&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 - 2007-11-01 N1 - SuppNotes - Final. Preparation date: December 22, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - NORTH CORRIDOR FIXED GUIDEWAY IN HOUSTON COUNTY, TEXAS. AN - 36343437; 12589 AB - PURPOSE: The construction of a fixed guideway light rail transit (LRT) line in the Houston North Corridor of the Metropolitan Transit Authority of Harris County, Texas is proposed. The study area continues to increase in population and employment opportunities, with limited traffic capacity on existing streets and highways resulting in increased travel times, delays, and air pollution concentrations. A No-Build Alternative and three build Alternatives are considered in this final EIS. The build alternatives include: 1) the proposed 5.49-mile fixed guideway LRT along existing city streets extending from the University of Houston-Downtown Station to Burnett Station within the city of Houston; 2) a bus rapid transit (BRT) system that could be converted to and LRT system in the future; and 3) a permanent BRT system. The rapid transit facilities would connect to the existing METRORail Red Line at the University of Houston-Downtown Station. Under the proposed action, riders would transfer from LRT to BRT at Burnett Station. The BRT, with fixed guideway, would proceed north on North Main Street in mixed flow traffic for 1,600 feet and then enter a guideway in the middle of North Main Street. The line would continue north within the North Main street rights-of-way to Boundary Street. At Boundary Street, the line would turn east and follow Boundary Street to Fulton, where the BRT would turn north on Fulton Street and proceed north to the Northline Mall. BRT and LRT are are part of a broader family of high-capacity transit technologies referred to as guided rapid transit (GRT). The proposed LRT would be accessed via six at-grade stations and one elevated station. The convertible BRT, which would allow for future conversion into an LRT system, would include covered embedded track and other elements along the alignment to allow for the conversion. The convertible BRT system would extend the existing METRORail LRT service from the University of Houston-Downtown Station to Burnett Street. The alignment would continue along North Main Street with the BRT vehicles operating in mixed flow traffic for 1,600 feet to Gargan Street. From Gargan Street to Northline Mall a semi-excusive guideway would be provided. The convertible BRT would extend 5.7 miles from the University of Houston-Downtown Station to Northline Mall; six at-grade stations and an elevated station at Hardy Yard would provide access to the line. The traditional BRT alternative would identical to the convertible BRT, excepting that no accommodations would be made for a future LRT line. Depending on the optional alignment chosen the costs for the LRT, cost of the project is estimated at $353.1 million or $354.6 million. POSITIVE IMPACTS: The GRT system would provide transportation options that would maximize the use of transit in the corridor, maximize the use of Hardy Toll Road by commuter and truck traffic, and improve freeway operation conditions on Interstate 45, with little of no need for additional rights-of-way. The availability of mass transit operations along the corridor would benefit the disproportionately minority and low-income population that live within the study area. NEGATIVE IMPACTS: Rights-of-way development under the proposed action would affect 207 parcels, including 114 full acquisitions. The fixed guideway system would traverse a 100-year floodplain and require the placement of fill below the 100-year water surface elevation at the confluence of White Oak Bayou and Buffalo Bayou. All build alternatives would result in the displacement of structures and districts eligible for inclusion in the National Register of Historic Places. Construction workers would encounter six leaking oil storage tanks located along the rights-of-way. Residents along some portion of the LRT would experience unpleasant levels of noise and vibrations. 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 06-0426D, Volume 30, Number 3. JF - EPA number: 060536, 747 pages, December 21, 2006 PY - 2006 KW - Roads and Railroads KW - Creeks KW - Environmental Justice KW - Floodplains KW - Hazardous Wastes KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Motor Vehicles KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Urban Development KW - Texas 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 - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36343437?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-12-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+CORRIDOR+FIXED+GUIDEWAY+IN+HOUSTON+COUNTY%2C+TEXAS.&rft.title=NORTH+CORRIDOR+FIXED+GUIDEWAY+IN+HOUSTON+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 - 2007-11-01 N1 - SuppNotes - Final. Preparation date: December 21, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - US 95 GARWOOD TO SAGLE, KOOTENAI AND BONNER COUNTIES, IDAHO. AN - 36342435; 12588 AB - PURPOSE: The improvement of a 35.1-mile segment of US 95 between Garwood (Mile Post 438.24) and Sagle (Mile Post 469.75) in Kootenai and Bonner counties, Idaho is proposed. Present traffic volumes within the corridor have nearly exceeded the capacity of the existing highway during peak periods at multiple locations. As traffic volumes increase, the highway's level of service will decrease, resulting in increased congestion and delays. The many public an private access points along the highway limit the facility's capacity and contribute to increased vehicle crashes. the accident statistics for the highway demonstrate that this section of US 95 has a crash severity rate and a fatality rate greater than the statewide average for similar highways. Four alternatives, including a No Action Alternative, are considered in this draft EIS. The action alternatives cover six segments that make up the corridor. The Yellow Alternative would reconstruct the freeway along the existing alignment, with three options in Sagle with respect to interchange location and frontage road locations. The Blue Alternative would provide a freeway along the existing alignment with short segments along new alignment. The Brown Alternative, which is the preferred alternative, would provide a facility similar to the Blue or Yellow alternative in each area, but offering refinements. Regardless of the action alternative selected, the facility would provide two travel lanes in each direction separated by a 50-foot median along the route, excepting in wetland areas, where a narrower median would be used to prevent excessive wetland losses. In the Cocolalla, Westmond, and Sagle areas, the Brown and Yellow alternatives would provide a 22-foot median with a concrete barrier. A bicycle/pedestrial path would be provide along the highway. All action alternatives would also include frontage roads. Access would be confined to interchanges. Rights-of-way acquisition cost for the preferred alternative is estimated at $50.6 million. POSITIVE IMPACTS: An improved US 95 would accommodate present and future traffic demand improve the safety of the highway for all users. Confining access to interchanges would ensure safe, efficient movement of vehicles along the facility. at-grade railroad crossings would be replaced by bridges, eliminating railroad/automobile conflicts. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would displace 72 residences, 35 businesses, four sites eligible for inclusion in the National Register of Historic Places, three recreation areas, 675 acres of farmland, 77 acres of riparian habitat, and 693 acres of forested land, 19.2 acres of floodplain, and 103.4 acres of emergent scrub-shrub and emergent scrub-shrub/forested wetlands; of all alternatives, the Brown Alternative would affect the largest extent of wetland. All action alternatives would affect Cocolalla Creek. Traffic-generated noise levels would exceed federal standards in the vicinity of 39 residences and four businesses. 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: 060535, Summary--24 pages, 612 pages and maps, December 21, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-ID-EIS-06-D KW - Creeks KW - Farmlands KW - Forests KW - Floodplains KW - Highways KW - Historic Sites KW - Highway Structures KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Wetlands KW - Idaho KW - Department of Transportation Act of 1966, Recreation Facilities 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/36342435?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-12-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+95+GARWOOD+TO+SAGLE%2C+KOOTENAI+AND+BONNER+COUNTIES%2C+IDAHO.&rft.title=US+95+GARWOOD+TO+SAGLE%2C+KOOTENAI+AND+BONNER+COUNTIES%2C+IDAHO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Boise, Idaho; DOT N1 - Date revised - 2007-11-01 N1 - SuppNotes - Draft. Preparation date: December 21, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NYS ROUTE 17 PARKSVILLE, SH 5223 LIBERTY-COUNTY LINE, PART 1, TOWN OF LIBERTY, SULLIVAN COUNTY, NEW YORK. AN - 36345226; 12568 AB - PURPOSE: The conversion of 4.6 kilometers of State Route (SR) 17 to interstate standards in the town of Liberty, Sullivan County, New York is proposed. The improved highway section would extend from State Highway 5223 to the county line. This section of SR 17 is characterized by access from numerous driveways and local road intersections between the intersections with old SR 17 on the west and Cooley Road on the east. A lack of parking restrictions also impedes the smooth flow of traffic. The accident rate, particularly the injury accident rate, along the segment is unusually high for a facility of this class. Six alternatives, including a No Action Alternative, are considered in this final EIS. Design variations would provide for either construction of a four-lane facility on a new alignment, with existing SR 17 converted from a four-lane highway to function as a two-lane local road or service road, or construction of a four-lane facility following the existing alignment for the most part. All action alternatives would include an interchange to provide access to SR 17 from the hamlet of Parksville. Highway structures and bridges would be constructed or reconstructed as necessary. The preferred Alternative (Alternative A4) would provide for a southern alignment with a diamond interchange south of Parksville. POSITIVE IMPACTS: Upgrading the study section of SR 17 would allow the corridor to conform to standards of the expressway sections to the east and west of the its termini, thereby improving safety by reducing or eliminating the potential for conflicting vehicular movements. Removal of all access to SR 17 via driveways and intersections, the primary purpose of the project, would reduce the number of accidents within the study corridor significantly. NEGATIVE IMPACTS: Rights-of-way for the project have been in public ownership for some time, requiring little development on currently private lands. Regardless of the alternative chosen, the project would affect less than one hectare of wetlands; five wetlands mitigation sites have been identified. Three of the alternatives would result in the generation of noise in excess of federal standards at certain sensitive receptor sites. Highway construction and use could affect as many as 23 architecturally significant sites within the corridor. Two alternatives would require the displacement of two seasonal housing units, eight to 10 seasonal cabins, one commercial building, and/or two metal garages; the cabins are eligible for inclusion in the National Register of Historic Places. Construction activities would encounter hazardous materials sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0327D, Volume 28, Number 3. JF - EPA number: 060515, Final EIS--479 pages and maps, Hazardous Waste Report--69 pages and maps, Wetland Delineation Report--38 pages and maps, Air Quality Assessment--21 pages and maps, Noise Report--37 pages and maps, Asbestos Screening Investigation--68 pages, Visual Impact Assessment--32 pages and maps, December 12, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-03-10-F KW - Air Quality Assessments KW - Bridges KW - Health Hazard Analyses KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Hydraulic Assessments KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Visual Resources Surveys KW - Wetlands KW - New York 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, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36345226?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-12-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NYS+ROUTE+17+PARKSVILLE%2C+SH+5223+LIBERTY-COUNTY+LINE%2C+PART+1%2C+TOWN+OF+LIBERTY%2C+SULLIVAN+COUNTY%2C+NEW+YORK.&rft.title=NYS+ROUTE+17+PARKSVILLE%2C+SH+5223+LIBERTY-COUNTY+LINE%2C+PART+1%2C+TOWN+OF+LIBERTY%2C+SULLIVAN+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 - 2007-11-01 N1 - SuppNotes - Final. Preparation date: December 12, 2006 N1 - Last updated - 2014-01-30 ER - TY - CPAPER T1 - A Safer Evacuation Route: Working Together to Protect Louisianas Coast T2 - 3rd National Conference and Expo on Coastal and Estuarine Habitat Restoration AN - 40454630; 4470527 JF - 3rd National Conference and Expo on Coastal and Estuarine Habitat Restoration AU - Deshotels, Michele Y1 - 2006/12/09/ PY - 2006 DA - 2006 Dec 09 KW - USA, Louisiana KW - Evacuation KW - Coasts KW - U 1200:Aquatic Science UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40454630?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=3rd+National+Conference+and+Expo+on+Coastal+and+Estuarine+Habitat+Restoration&rft.atitle=A+Safer+Evacuation+Route%3A+Working+Together+to+Protect+Louisianas+Coast&rft.au=Deshotels%2C+Michele&rft.aulast=Deshotels&rft.aufirst=Michele&rft.date=2006-12-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=3rd+National+Conference+and+Expo+on+Coastal+and+Estuarine+Habitat+Restoration&rft.issn=&rft_id=info:doi/ L2 - http://www.estuaries.org/?id=27 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-27 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - SOUTHWEST GULF RAILROAD COMPANY CONSTRUCTION AND OPERATION EXEMPTION, MEDINA COUNTY, TEXAS (FINANCE DOCKET NO. 34284) (DRAFT AND DRAFT SUPPLEMENTAL ENVIRONMENTAL IMPACT STATEMENTS). AN - 36345174; 12561 AB - PURPOSE: The construction and operation of a seven-mile rail line from a proposed limestone quarry to be operated by Vulcan Construction Material LP to the Del Rio subdivision of the Union Pacific Railroad Company near Dunlay in Medina County, Texas are proposed. The rail line would begin approximately seven miles south of the quarry site and connect with the Union Pacific line at a milepost 250 near Dunlay. As part of the proposed action, a loading track would be provided at the quarry site to handle and load materials into rail cars. The layout of the loading track would consist of either a two-mile loading loop or a series of one-mile parallel tracks in the same general vicinity. In addition to the loading track, the applicant would also construct a rail interchange area, close to the connection with the Union Pacific line, consisting of a single main track with a possible side track extending approximately one mile, which could be used to store a loaded or unloaded train temporarily. The railway operations plan would provide for two round trips per day to transport limestone from the quarry to the Union Pacific rail line. Four rail line route alternatives, alternative transport modes, and a No Action Alternative, which would involve the use of trucks to transport limestone from the quarry, are considered in this draft EIS. In addition to the November draft EIS, this EIS package includes a December draft supplemental EIS that addresses: 1) evaluation of three alternative rail routes not studied in detail in the draft EIS, comparing these three routes to the alternatives addressed in the draft; 2) a discussion of the progress of additional historic property identification efforts following issuance of the draft EIS; and 3) additional noise analysis relevant to rail operations during the night. POSITIVE IMPACTS: The rail line would enable the efficient, cost-effective transport of limestone from the quarry to markets in the Houston area as well as to other markets in the Southeast, Gulf Coast, and Rio Grande Valley regions of Texas. Moreover, the rail line would operate as a common carrier, providing service upon reasonable request to all shippers tendering traffic; the availability of a common carrier within this corridor would open the way for development of additional economically viable industries in the immediate area. The project would obviate the need for 1,700 truck trips per day to transport limestone from the quarry to the Union Pacific rail line. NEGATIVE IMPACTS: The proposed alternative route would cross seven area roadways at-grade, resulting in periodic traffic delays and the creation of a safety hazard. The rail line would cross a floodplain and could affect sediment loading of traversed streams and undermine streambank stability at crossings. Bridges across several large streams would result in wetland encroachments. Vegetation and the associated wildlife habitat would be cleared from the rail rights-of-way, ad the line would present a obstacle to wildlife movements. Construction and operation of the rail line would adversely impact cultural resources within the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) JF - EPA number: 060508, Draft EIS: Volume I--276 pages and maps, Volume II (Appendices A-F)--351 pages and maps, Volume III (Appendices G-I)--388 pages and maps; Supplemental Draft EIS: Volume I--398 pages and maps, Volume II--301 pages and maps, December 8, 2006 PY - 2006 KW - Roads and Railroads KW - Air Quality Assessments KW - Cultural Resources Surveys KW - Creeks KW - Floodplains KW - Historic Sites Surveys KW - Limestone KW - Noise Assessments KW - Quarries KW - Railroad Structures KW - Railroads KW - Safety KW - Transportation KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36345174?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-12-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHWEST+GULF+RAILROAD+COMPANY+CONSTRUCTION+AND+OPERATION+EXEMPTION%2C+MEDINA+COUNTY%2C+TEXAS+%28FINANCE+DOCKET+NO.+34284%29+%28DRAFT+AND+DRAFT+SUPPLEMENTAL+ENVIRONMENTAL+IMPACT+STATEMENTS%29.&rft.title=SOUTHWEST+GULF+RAILROAD+COMPANY+CONSTRUCTION+AND+OPERATION+EXEMPTION%2C+MEDINA+COUNTY%2C+TEXAS+%28FINANCE+DOCKET+NO.+34284%29+%28DRAFT+AND+DRAFT+SUPPLEMENTAL+ENVIRONMENTAL+IMPACT+STATEMENTS%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2007-11-01 N1 - SuppNotes - Draft. Preparation date: December 8, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - SOUTH LOGAN TO PROVIDENCE TRANSPORTATION CORRIDOR 100 EAST: 300 SOUTH (LOGAN) TO PROVIDENCE PANE (PROVIDENCE), CACHE COUNTY, UTAH. AN - 36342754; 12560 AB - PURPOSE: The improvement of 1.2-mile of 100 East Street between 300 South in Logan and Providence Lane (100 North) in Providence, Cache County, Utah is proposed to accommodate land use developments and the mobility needs of the community. The proposed improvements would consist of a new collector road built within an 80-foot rights-of-way. The project would provide for widening of the existing two-lane roadway to a consistent three-lane cross-section, including one travel lane in each direction and a left-turn lane, with shoulders for bicycle lanes and parking, curbs and gutters, parkstrips, and sidewalks. Four alternatives, including a No-Build Alternative (Alternative 1), are considered in detail in this draft EIS. Alternative 2 would connect the project termini using existing local roads to the extent practicable. Alternative 3 would connect termini using a direct alignment. Alternative 4 would provide for a combination of Alternatives 2 and 3. Two variations were studied in detail for each alternative where alignments would use the existing 100 East local road. Variation A would center the alignment on the existing road alignment, while Variation B would keep the rights-of-way boundary on the east and widen the roadway only to the west. Alternative 2, variation A results in the least natural and social impacts and best meets the purpose of the project; hence, this alternative and variation have been identified as the locally preferred alternative and variation. Depending on the alternative and variation considered the cost of the project ranges from $5.8 million to $13.1 million. POSITIVE IMPACTS: The project would meet the priority objectives of the Cache Metropolitan Planning Organization Long Range Transportation Plan, supply immediately needed transportation infrastructure for rapidly developing properties in the corridor, support the economic development strategies of the cities of Logan and Providence, provide an alternative route between these cities, and provide opportunities for new pedestrian, bicycle, and transit routes through the project corridor. Up to 2,731 vehicles would be removed from the average daily traffic of Main Street. Development spurred by the new facility would generate $94.7 million to $118.2 million in tax revenue after 12 years of operation. NEGATIVE IMPACTS: Depending on the alternative selected, the project would result in the disturbance of 5.56 to 7.53 acres of soil, and 0.11 to 0.29 acre of wetlands, and the displacement of one historic site, one to five owner-occupied residences, five rental units, and, perhaps, one business. Property strip acquisitions would affect four to 13 historic sites. The new facility could impinge on the integrity of one neighborhood, would pass in close proximity to five to 19 individual residences, and would visually affect eight to 12 properties. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 060507, 391 pages and maps, December 8, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-06-02-D KW - Floodplains KW - Highways KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Visual Resources KW - Wetlands KW - Utah 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/36342754?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-12-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+LOGAN+TO+PROVIDENCE+TRANSPORTATION+CORRIDOR+100+EAST%3A+300+SOUTH+%28LOGAN%29+TO+PROVIDENCE+PANE+%28PROVIDENCE%29%2C+CACHE+COUNTY%2C+UTAH.&rft.title=SOUTH+LOGAN+TO+PROVIDENCE+TRANSPORTATION+CORRIDOR+100+EAST%3A+300+SOUTH+%28LOGAN%29+TO+PROVIDENCE+PANE+%28PROVIDENCE%29%2C+CACHE+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2007-11-01 N1 - SuppNotes - Draft. Preparation date: December 8, 2006 N1 - Last updated - 2014-01-30 ER - TY - JOUR T1 - Comparative Performance and Quality among Nonprofit Nursing Facilities in Texas AN - 57145573; 200704065 AB - Researchers have given little attention to relative economic efficiency among nonprofit nursing facilities. Presumably, religious-affiliated, government, & private secular nonprofit facilities pursue similar objectives, perform similarly, & receive tax exemptions accordingly. Using modified, translog cost-& profit-function regression analyses, this article rejects the hypothesis of homogeneous performance. In Texas, private secular nonprofit nursing homes are the most cost-efficient, followed by religious-affiliated & then government nursing facilities. When allocation efficiency is also considered, government & private secular facilities have similar overall economic efficiency; religious-affiliated & government facilities are similar as well; however, private secular facilities are significantly more efficient than religious-affiliated homes. Quality appears to be homogeneous among facility classifications. Given these significant differences, policy makers may want to consider the role of relative economic performance when granting nonprofit status to nursing facilities because nonprofit governance boards may allow their organizations to pursue the 'socially superior' goal somewhat divergently. Tables, References. [Reprinted by permission of Sage Publications, Inc., copyright 2006 Association for Research on Nonprofit Organizations and Voluntary Action.] JF - Nonprofit and Voluntary Sector Quarterly AU - Knox, Kris Joseph AU - Blankmeyer, Eric C AU - Stutzman, J R AD - Dept Maritime Administration, Texas A&M U, Galveston Y1 - 2006/12// PY - 2006 DA - December 2006 SP - 631 EP - 667 PB - Sage Publications, Thousand Oaks CA VL - 35 IS - 4 SN - 0899-7640, 0899-7640 KW - nonprofit nursing facilities KW - comparative economic efficiency KW - governance KW - Private hospitals KW - Efficiency KW - Religious institutions KW - Nonprofit making organizations KW - Cost effective analysis KW - Nursing homes KW - article UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/57145573?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aassia&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Nonprofit+and+Voluntary+Sector+Quarterly&rft.atitle=Comparative+Performance+and+Quality+among+Nonprofit+Nursing+Facilities+in+Texas&rft.au=Knox%2C+Kris+Joseph%3BBlankmeyer%2C+Eric+C%3BStutzman%2C+J+R&rft.aulast=Knox&rft.aufirst=Kris&rft.date=2006-12-01&rft.volume=35&rft.issue=4&rft.spage=631&rft.isbn=&rft.btitle=&rft.title=Nonprofit+and+Voluntary+Sector+Quarterly&rft.issn=08997640&rft_id=info:doi/10.1177%2F0899764006289770 LA - English DB - Applied Social Sciences Index & Abstracts (ASSIA) N1 - Date revised - 2007-02-06 N1 - Last updated - 2016-09-27 N1 - CODEN - NVSQEQ N1 - SubjectsTermNotLitGenreText - Nursing homes; Nonprofit making organizations; Private hospitals; Religious institutions; Cost effective analysis; Efficiency DO - http://dx.doi.org/10.1177/0899764006289770 ER - TY - JOUR T1 - Prediction of cation exchange capacity from soil index properties AN - 51502926; 2007-010912 AB - In many areas of geotechnical engineering it is necessary to have an estimate of the cation exchange capacity (CEC) of a soil in order to allow preliminary design estimates. Standard methods of CEC determination are time-consuming and involve several steps (e.g. displacement of the saturating cation requires several washings with alcohol). Therefore, a rapid method of CEC estimation would be very useful. During preliminary site investigations, the soil engineering parameters can be estimated from the considerable number of correlations available in the literature. In this study, relationships between CEC and various other soil engineering properties have been investigated, resulting in a quick method for estimating CEC. Simple correlations were developed between CEC and specific surface area (SSA), soil organic matter (OM), clay fraction (CF), activity (A), Atterberg limits (liquid (LL), plastic (PL), and shrinkage (SL)), and modified free swell index (MFSI) of the soils. Strong correlations are observed between the CEC values and those for ethylene glycol monoethyl ether (EGME) uptake and methylene blue (MB) titration. However, no significant correlation was found between CEC and N (sub 2) _SSA. No unique relationship was seen between CEC and CF (r (super 2) <0.5). No relationship was observed between CEC and OM in this study. The best correlation coefficient between the CEC and Atterberg limits exists between CEC and LL (r (super 2) = 0.61). No significant relationship was seen between CEC and PL or SL. The correlation coefficient between CEC and MFSI was 0.65. Multiple linear regression analyses were developed to investigate the contributions of different soil parameters to CEC. These analyses show that EGME_SSA, in combination with LL, accounted for 91% of the variation in CEC. Correlations between CEC and EGME_SSA, MB_SSA and LL appear to be sufficiently good to enable an indication of CEC to be estimated from these parameters. JF - Clay Minerals AU - Yukselen, Y AU - Kaya, Abidin Y1 - 2006/12// PY - 2006 DA - December 2006 SP - 827 EP - 837 PB - Mineralogical Society, London VL - 41 IS - 4 SN - 0009-8558, 0009-8558 KW - silicates KW - surface properties KW - soil mechanics KW - titration KW - cation exchange capacity KW - engineering properties KW - clay mineralogy KW - prediction KW - clay minerals KW - organic compounds KW - mineral composition KW - chemical properties KW - sheet silicates KW - geochemistry KW - Atterberg limits KW - 30:Engineering geology KW - 02C:Geochemistry of rocks, soils, and sediments UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51502926?accountid=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=Clay+Minerals&rft.atitle=Prediction+of+cation+exchange+capacity+from+soil+index+properties&rft.au=Yukselen%2C+Y%3BKaya%2C+Abidin&rft.aulast=Yukselen&rft.aufirst=Y&rft.date=2006-12-01&rft.volume=41&rft.issue=4&rft.spage=827&rft.isbn=&rft.btitle=&rft.title=Clay+Minerals&rft.issn=00098558&rft_id=info:doi/10.1180%2F0009855064140222 L2 - http://www.minersoc.org/pages/e_journals/clay.html LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Abstract, Copyright, Mineralogical Society of Great Britain and Ireland | Reference includes data from GeoScienceWorld, Alexandria, VA, United States N1 - Date revised - 2007-01-01 N1 - Number of references - 26 N1 - Document feature - illus. incl. 4 tables N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - Atterberg limits; cation exchange capacity; chemical properties; clay mineralogy; clay minerals; engineering properties; geochemistry; mineral composition; organic compounds; prediction; sheet silicates; silicates; soil mechanics; surface properties; titration DO - http://dx.doi.org/10.1180/0009855064140222 ER - TY - JOUR T1 - Field placement and evaluation of stabilized dredged material (SDM) from the New York/New Jersey Harbor AN - 51444837; 2007-042600 JF - Marine Georesources & Geotechnology AU - Maher, A AU - Douglas, W S AU - Jafari, F Y1 - 2006/12// PY - 2006 DA - December 2006 SP - 251 EP - 263 PB - Taylor & Francis, London VL - 24 IS - 4 SN - 1064-119X, 1064-119X KW - United States KW - clay KW - soil mechanics KW - sand KW - embankments KW - monitoring KW - recycling KW - engineering properties KW - clastic sediments KW - site exploration KW - harbors KW - settlement KW - silt KW - Staten Island KW - dredged materials KW - cohesive materials KW - Union County New Jersey KW - environmental management KW - New York KW - foundations KW - sediments KW - New Jersey KW - construction KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51444837?accountid=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=Field+placement+and+evaluation+of+stabilized+dredged+material+%28SDM%29+from+the+New+York%2FNew+Jersey+Harbor&rft.au=Maher%2C+A%3BDouglas%2C+W+S%3BJafari%2C+F&rft.aulast=Maher&rft.aufirst=A&rft.date=2006-12-01&rft.volume=24&rft.issue=4&rft.spage=251&rft.isbn=&rft.btitle=&rft.title=Marine+Georesources+%26+Geotechnology&rft.issn=1064119X&rft_id=info:doi/ L2 - http://www.ingentaconnect.com/content/tandf/umgt LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 7 N1 - Document feature - illus. incl. 3 tables, sketch map N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - clastic sediments; clay; cohesive materials; construction; dredged materials; embankments; engineering properties; environmental management; foundations; harbors; monitoring; New Jersey; New York; recycling; sand; sediments; settlement; silt; site exploration; soil mechanics; Staten Island; Union County New Jersey; United States ER - TY - JOUR T1 - The influence of facing stiffness on the performance of two geosynthetic reinforced soil retaining walls AN - 51398535; 2007-084155 AB - Current limit equilibrium-based design methods for the internal stability design of geosynthetic reinforced soil walls in North America are based on the American Association of State Highway and Transportation Officials (AASHTO) Simplified Method. A deficiency of this approach is that the influence of the facing type on reinforcement loads is not considered. This paper reports the results of two instrumented full-scale walls constructed in a large test facility at the Royal Military College of Canada. The walls were nominally identical except one wall was constructed with a stiff face and the other with a flexible wrapped face. The peak reinforcement loads in the flexible wall were about three and a half times greater than the stiff-face wall at the end of construction and about two times greater at the end of surcharging. The stiff-face wall analysis using the Simplified Method gave a maximum reinforcement load value that was one and a half times greater than the measured value at the end of construction. Furthermore, the surcharge pressure required to reach the creep-limited strength of the reinforcement was about two times greater than the predicted value. The results demonstrate quantitatively that a stiff facing in a reinforced soil wall is a structural component that can lead to significant reductions in reinforcement loads compared to flexible facing systems. JF - Canadian Geotechnical Journal = Revue Canadienne de Geotechnique AU - Bathurst, Richard J AU - Vlachopoulos, Nicholas AU - Walters, Dave L AU - Burgess, Peter G AU - Allen, Tony M Y1 - 2006/12// PY - 2006 DA - December 2006 SP - 1225 EP - 1237 PB - National Research Council of Canada, Ottawa, ON VL - 43 IS - 12 SN - 0008-3674, 0008-3674 KW - soil mechanics KW - experimental studies KW - retaining walls KW - strain KW - loading KW - stiffness KW - stability KW - reinforced materials KW - tensile strength KW - displacements KW - concrete KW - foundations KW - Canada KW - testing KW - Kingston Ontario KW - synthetic materials KW - design KW - construction materials KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51398535?accountid=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=The+influence+of+facing+stiffness+on+the+performance+of+two+geosynthetic+reinforced+soil+retaining+walls&rft.au=Bathurst%2C+Richard+J%3BVlachopoulos%2C+Nicholas%3BWalters%2C+Dave+L%3BBurgess%2C+Peter+G%3BAllen%2C+Tony+M&rft.aulast=Bathurst&rft.aufirst=Richard&rft.date=2006-12-01&rft.volume=43&rft.issue=12&rft.spage=1225&rft.isbn=&rft.btitle=&rft.title=Canadian+Geotechnical+Journal+%3D+Revue+Canadienne+de+Geotechnique&rft.issn=00083674&rft_id=info:doi/10.1139%2FT06-079 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 - 2007-01-01 N1 - Number of references - 29 N1 - PubXState - ON N1 - Document feature - illus. incl. sects. N1 - Last updated - 2012-06-07 N1 - CODEN - CGJOAH N1 - SubjectsTermNotLitGenreText - Canada; concrete; construction materials; design; displacements; experimental studies; foundations; Kingston Ontario; loading; reinforced materials; retaining walls; soil mechanics; stability; stiffness; strain; synthetic materials; tensile strength; testing DO - http://dx.doi.org/10.1139/T06-079 ER - TY - JOUR T1 - An effective and fairly simple expression for predicting the polarization of strong ground motions AN - 50395975; 2009-067059 JF - Eos, Transactions, American Geophysical Union AU - Spudich, P AU - Chiou, B AU - Anonymous Y1 - 2006/12// PY - 2006 DA - December 2006 SP - Abstract S11C EP - 04 PB - American Geophysical Union, Washington, DC VL - 87 IS - Fall Meeting Suppl. SN - 0096-3941, 0096-3941 KW - body waves KW - polarization KW - prediction KW - coupling KW - slip rates KW - elastic waves KW - finite element analysis KW - rupture KW - strong motion KW - great earthquakes KW - ground motion KW - seismic waves KW - earthquakes KW - S-waves KW - faults KW - 19:Seismology KW - 16:Structural geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50395975?accountid=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=An+effective+and+fairly+simple+expression+for+predicting+the+polarization+of+strong+ground+motions&rft.au=Spudich%2C+P%3BChiou%2C+B%3BAnonymous&rft.aulast=Spudich&rft.aufirst=P&rft.date=2006-12-01&rft.volume=87&rft.issue=Fall+Meeting+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 2006 fall meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2009-01-01 N1 - PubXState - DC N1 - Last updated - 2012-06-07 N1 - CODEN - EOSTAJ N1 - SubjectsTermNotLitGenreText - body waves; coupling; earthquakes; elastic waves; faults; finite element analysis; great earthquakes; ground motion; polarization; prediction; rupture; S-waves; seismic waves; slip rates; strong motion ER - TY - JOUR T1 - Limit load analysis for fracture prediction in high-performance steel bridge members AN - 19618858; 7338352 AB - Linear-elastic fracture mechanics has traditionally been used to assess the fracture initiation resistance of bridge structures in the presence of a fatigue crack. Because conventional bridge steels typically fail by brittle cleavage, this approach has worked reasonably well. The new generation of high performance steels (HPS) has significantly higher toughness compared to conventional steel. The failure mode changes to ductile rupture preceded by significant crack tip plasticity. Localized stress redistribution occurs prior to fracture, thereby minimizing the influence of local geometry on the fracture process. Under these conditions, limit load analysis provides an accurate method for fracture prediction in steel bridge members. The limit load analysis procedure greatly simplifies the computational procedures, making it a more practical tool for use by structural engineers. This paper demonstrates how limit load analysis can be applied to analyze the fracture resistance of Steel I-girders with fatigue cracks. JF - Bridge Structures: Assessment, Design and Construction AU - Wright, W J AU - Candra, H AU - Albrecht, P AD - Federal Highway Administration, Turner-Fairbank Highway Research Center, McLean, VA, 22101 Y1 - 2006/12// PY - 2006 DA - Dec 2006 SP - 171 EP - 177 PB - Taylor & Francis Ltd., 11 New Fetter Lane London EC4P 4EE UK, [mailto:info@tandf.co.uk], [URL:http://www.tandf.co.uk] VL - 2 IS - 4 SN - 1573-2487, 1573-2487 KW - Health & Safety Science Abstracts KW - Fracture KW - Steel bridge KW - High-performance steel KW - Toughness KW - Limit load KW - Structural steel KW - Bridges KW - Structural engineering KW - mechanics KW - Stress KW - Steel KW - fatigue KW - H 15000:Civil/Structural Engineering UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19618858?accountid=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=Bridge+Structures%3A+Assessment%2C+Design+and+Construction&rft.atitle=Limit+load+analysis+for+fracture+prediction+in+high-performance+steel+bridge+members&rft.au=Wright%2C+W+J%3BCandra%2C+H%3BAlbrecht%2C+P&rft.aulast=Wright&rft.aufirst=W&rft.date=2006-12-01&rft.volume=2&rft.issue=4&rft.spage=171&rft.isbn=&rft.btitle=&rft.title=Bridge+Structures%3A+Assessment%2C+Design+and+Construction&rft.issn=15732487&rft_id=info:doi/10.1080%2F15732480601103531 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2007-05-01 N1 - Last updated - 2015-04-01 N1 - SubjectsTermNotLitGenreText - Bridges; mechanics; Structural engineering; Stress; Steel; fatigue DO - http://dx.doi.org/10.1080/15732480601103531 ER - TY - RPRT T1 - LNG CLEAN ENERGY PROJECT, PORT OF PASCAGOULA, JACKSON COUNTY, MISSISSIPPI (DOCKET NOS. CP06-12-000 AND CP06-13-000). AN - 36344749; 12550 AB - PURPOSE: The issuance of a Certificate of Public Convenience and Necessity for the construction and operation of a new liquefied natural gas (LNG) import terminal on a 33.3-acre site on the Mississippi Sound in the Port of Pascagoula, Jackson County, Mississippi is proposed by Gulf LNG Energy, LLC and Gulf LNG Pipeline, LLC. To maintain pace with growing energy demands, industry authorities estimate that consumption of natural gas in the United States will grow from 22.4 trillion cubic feet per year in 2004 to 27.0 trillion cubic feet per year i 2025. Domestic supplies of natural gas will not keep up with demand. As a result, US distributors of natural gas are constantly seeking additional, more efficient facilities to import LNG from foreign sources. The proposed terminal would include marine facilities for LNG ship unloading and LNG storage and vaporization. Vaporized LNG would be delivered to regional markets via a new natural gas sendout pipeline extending to three points of interconnection with existing pipeline systems. More specifically, the project would include a ship berth and unloading facilities capable of accommodating one LNG ship; LNG transfer systems; two 160,000-cubic-meter full containment LNG storage tanks; 10 high-pressure submerged combustion vaporizers; vapor handling systems; and hazard detection and response equipment, ancillary utilities, buildings, and service facilities. LNG delivery facilities would include a five-mile, 36-inch-diameter natural gas sendout pipeline and associated pipeline support facilities, including one meter stations, three interconnects, one pig launcher, and one pig receiver. The project would require the dredging of 2.96 million cubic yards of sediment to accommodate the marine facilities associated with the terminal. Dredge spoil would be placed at the ocean dredged material disposal site located five miles south of Horn Island. Based on estimated shoaling rates in the areas of the terminal, it is estimated that 115,000 to 180,000 cubic yards of material would require removal from the ship berth and maneuvering area on a triennial basis. Dredge spoil from maintenance dredging would be placed in the Bayou Casotte Dredged Material Management Site. The terminal would have an average sendout capacity of 1.5 billion cubic feet of natural gas per day. In addition to the proposed action, this draft EIS considers a No Action Alternative, an alternative that would postpone the proposed action, other existing and approved LNG terminal sites, and two alternative pipeline routes. POSITIVE IMPACTS: The terminal and pipeline system would assist in meeting regional energy needs and provide employment for local workers and otherwise boost the local economy. During the 38-month construction period, the project would employ an average workforce of 259, with a peak workforce of 556 employed in month 25. Operation of the terminal and pipeline would employ 50 permanent workers. NEGATIVE IMPACTS: Construction of the terminal would displace 33.3 acres of land within the port and 9.3 acres of access road rights-of-way and require dredging of 63.1 acres outside the property fence line. Approximately 4.9 acres of emergent wetlands would be displaced by the terminal. Dredging and ocean disposal of dredge spoil would result in destruction of benthos and benthic habitat and the release of sediment into the water column. Dredged sediments would contain significant levels of aluminum, iron, and manganese. The terminal would lie within an area prone to storm surges associated with hurricanes and other tropical storms, which would constitute the most likely cause of damage to the facilities. Construction of the sendout pipeline would affect 82.4 acres of mostly upland vegetation, of which 24.9 acres would be retained as new permanent rights-of-way and 1.2 acres would be retained for the siting of aboveground facilities. The pipeline would traverse two minor waterbodies, both of which are artificial canals, and permanently displace 2.6 acres of wetlands. The project would be undertaken in areas in which habitat for 15 federally protected mammal, bird, and reptile species have been identified. The addition of 150 ships per year to the port would increase the potential for collisions between ships and with marine mammals and sea turtles. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 251 et seq.), Magnuson Fishery Conservation and Management Act of 1976 (16 U.S.C. 1801 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), Maritime Transportation Security Act of 2002 (46 U.S.C. 701), Natural Gas Act (15 U.S.C. 717 f(c)), and Ports and Waterways Safety Act of 1972 (33 U.S.C. 12221 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0329D, Volume 30, Number 3. JF - EPA number: 060497, 642 pages, November 24, 2006 PY - 2006 KW - Energy KW - Agency number: FERC/EIS-0192 KW - Birds KW - Channels KW - Coastal Zones KW - Disposal KW - Dredging KW - Employment KW - Endangered Species (Animals) KW - Fisheries Surveys KW - Harbor Structures KW - Harbors KW - Hurricanes KW - Impact Monitoring Plans KW - Marine Mammals KW - Natural Gas KW - Ocean Dumping KW - Pipelines KW - Terminal Facilities KW - Vegetation KW - Wetlands KW - Water Quality KW - Waterways KW - Wildlife Habitat KW - Gulf of Mexico KW - Mississippi KW - Mississippi Sound KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Magnuson Fishery Conservation and Management Act of 1976, Compliance KW - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits KW - Maritime Transportation Security Act of 2002, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344749?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-11-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LNG+CLEAN+ENERGY+PROJECT%2C+PORT+OF+PASCAGOULA%2C+JACKSON+COUNTY%2C+MISSISSIPPI+%28DOCKET+NOS.+CP06-12-000+AND+CP06-13-000%29.&rft.title=LNG+CLEAN+ENERGY+PROJECT%2C+PORT+OF+PASCAGOULA%2C+JACKSON+COUNTY%2C+MISSISSIPPI+%28DOCKET+NOS.+CP06-12-000+AND+CP06-13-000%29.&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 - 2007-11-01 N1 - SuppNotes - Final. Preparation date: November 24, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - S 167, PUYALLUP TO SR 509, CITIES OF PUYALLUP, FIFE, EDGEWOOD, MILTON, AND TACOMA, PIERCE COUNTY, WASHINGTON. AN - 36343057; 12544 AB - PURPOSE: The extension of the State Route (SR) 167 freeway from SR 161 (Meridian Street North) in the city of Puyallup to the SR 509 freeway in the city of Tacoma, in Pierce County, Washington, is proposed in this Tier II proposal, which follows upon the Tier I draft and final EISs on the SR 167 corridor adoption. The project would traverse the cities of Edgewood, Fife, Milton, Puyallup, and Tacoma. In the 1950s, a regional highway plan was developed, which included SR 167 from Renton to Interstate 5 (I-5). Work on the project in the Puyallup Valley was halted in the late 1970s due to uncertainty regarding ownership of the Puyallup Tribal lands in the area. In the late 1980s, SR 167 was completed from I-405 in Renton to SR 512 in Puyallup. The ownership issue was resolved in 1989, allowing the SR 167 extension to move forward. The new freeway would replace the existing SR 167 arterial route between Puyallup and the I-5 Bay Street interchange via Meridian Street North and River Road. The freeway would provide four through lanes as well as inside high-occupancy-vehicle (HOV) lanes; the HOV lanes would be constructed at a future date. The project design would provide for bicycle and pedestrian lanes. Alteration of Hylebos and Wapato creeks and Surprise Lake Drain the associated floodplains would be mitigated via the implementation of a riparian that would involve creation of the new channel meanders and other channel work for all three channel corridors, 87 acres of riparian habitat improvements in the Hylebos Creek corridor, and 73 areas of riparian buffer creation in the Wapato Creek corridor. In addition to the build alternative, this final EIS considers a No-Build Alternative. Multiple design options are considered at the SR 509, 54th Avenue East, I-5, Valley Avenue, and SR 161 interchanges. POSITIVE IMPACTS: The project would improve regional mobility within the transportation system; serve multimodal local and port freight movement and passenger movement between the Puyallup termini of SR 167, SR 410, SR 512, and I-5; reduce congestion and improve safety within the corridor; improve system continuity between SR 167 and I-5; and maintain or improve air quality within the corridor to ensure compliance with current state and federal regulations. NEGATIVE IMPACTS: From 303 acres of principally low-intensity land uses would be converted to transportation rights-of-way, and 214 acres would be displaced by riparian restoration components of the project. The project would require displacement of 78 residences, 20 businesses, and portions of six farming operations. From 259 to 292 acres of prime farmland would be taken. The project could affect surface waters during the construction phase by delivering sediment into receiving flows in the area, which includes seven significant streams, four of which are listed as threatened or impaired under federal law. Approximately 32.9 acres of wetlands would be affected. A maximum of 327 acres of wildlife habitat, including 86 acres of grass, shrub and forest habitat, would be affected, and habitat connectivity would be impaired in some areas. Archaeological and historic sites would be disturbed. Construction workers could encounter hazardous materials, including asbestos. The freeway would significantly alter the landscape of the corridor. 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.), 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 03-0230D, Volume 27, Number 2. For the abstracts of the draft and final EISs covering the Tier I corridor adoption proposal, see 93-0211D, Volume 17, Number 3 and 99-0279F, Volume 23, Number 3, respectively. JF - EPA number: 060491, 788 pages, November 22, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-2002-02-F KW - Archaeological Sites KW - Conservation KW - Creeks KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Transportation KW - Vegetation KW - Visual Resources KW - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Archaeological Sites 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/36343057?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-11-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=S+167%2C+PUYALLUP+TO+SR+509%2C+CITIES+OF+PUYALLUP%2C+FIFE%2C+EDGEWOOD%2C+MILTON%2C+AND+TACOMA%2C+PIERCE+COUNTY%2C+WASHINGTON.&rft.title=S+167%2C+PUYALLUP+TO+SR+509%2C+CITIES+OF+PUYALLUP%2C+FIFE%2C+EDGEWOOD%2C+MILTON%2C+AND+TACOMA%2C+PIERCE+COUNTY%2C+WASHINGTON.&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 - 2007-11-01 N1 - SuppNotes - Final. Preparation date: November 22, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - BROADWATER LNG PROJECT, LONG ISLAND SOUND, NEW YORK. AN - 36341937; 12532 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 pf 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 draft 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.). JF - EPA number: 060479, 547 pages, November 16, 2006 PY - 2006 KW - Energy KW - Agency number: FERC/EIS-0196D KW - Bays KW - Endangered Species (Animals) KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Islands KW - Marine Mammals KW - Marine Systems KW - Natural Gas KW - Pipelines KW - Safety KW - Ships KW - Terminal Facilities KW - Water Quality 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/36341937?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-11-16&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 - 2007-11-01 N1 - SuppNotes - Draft. Preparation date: November 16, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ISSUANCE OF FEDERAL INCIDENTAL TAKE PERMITS/ENHANCEMENT OF SURVIVAL PERMITS AND IMPLEMENTATION OF A MULTIPLE SPECIES AQUATIC HABITAT CONSERVATION PLAN FOR GREEN DIAMOND RESOURCE COMPANY LANDS IN NORTHERN CALIFORNIA. AN - 36342604; 12529 AB - PURPOSE: The issuance of federal incidental take permits/enhancement of survival permits (ITPs/ESPs) and implementation of a multiple species aquatic habitat conservation plan/candidate conservation agreement with assurances (AHCP/CCAA) for Green Diamond Resource Company forest lands in Humboldt and Del Norte counties, California are proposed. Green Diamond (formerly Simpson Resource Company) has initiated efforts to expand improve its aquatic species conservation and ecosystem management on its timberland in northern California. The company's aquatic species management activities have resulted in the development of a comprehensive multiple species aquatic HCP/CCAA. The ITPs would allow Green Diamond the incidental take of several fish species listed at threatened under the Endangered Species Act that could be impacted by otherwise lawful timber harvesting and forest management activities conducted on the company's lands. The species of concern are coho salmon (Southern Oregon/Northern California Coast Evolutionary Significant Unit (ESU)), Chinook salmon (California Coastal ESU), and steelhead (Northern California Distinct Population Segment). The ITP and ESP applications would also cover other, currently unlisted, aquatic species should they become listed in the future; these unlisted species are Chinook salmon (Southern Oregon and Northern California Coastal ESU), Upper Klamath/Trinity Rivers ESU), steelhead (Klamath Mountains Province ESU) coastal cutthroat trout, rainbow trout, southern torrent salamander, an tailed frog. Green Diamond could conduct timber harvesting and other covered activities under the proposed AHCP/CCAA, but could also conduct these activities without the AHCP/CCAA. Hence, this final EIS compares the impacts of the applicant's AHCP/CCAA with the situation without the implementation of the AHCP/CCAA. Three other alternatives are also considered. An environmentally preferred alternative will not be identified until a Record of Decision is issued. An addendum to the EIS notes that the Western Rivers Conservancy has exercised a legally binding option to purchase all of Green Diamond's 9,478-acre Goose Creek tract located in the Smith River Hydrographic Planning Area, and Green Diamond has recently received notice that the California Department of Transportation intends to take two small parcels, totaling just over two acres, for public use as highway rights-of-way; this removes these lands from consideration. POSITIVE IMPACTS: The AHCP/CCAA proposal would expand improve the applicant's aquatic species conservation and ecosystem management on its forested lands in northern California. In many cases, the improvements implemented under the proposal would benefit a broader range of species than those explicitly covered under the AHCP/CCAA. NEGATIVE IMPACTS: Even considering the protections and enhancement requirements provided by the AHC/CCAA, timber harvest activities in the area would continue to contribute to erosion of surface soils and sedimentation of receiving surface flows as well as reduction of shade and the resultant increase in water temperature and reduction in dissolved oxygen levels, degrading aquatic habitat available to the species of concern and other fish inhabiting the affected streams. Restrictions on logging would reduce the timber resource base and render exploitation of the available base more costly. LEGAL MANDATES: Endangered Species Act of 1973 (16 U.S.C. 1531 et seq.). JF - EPA number: 060476, Volume 1---499 pages and maps, Volume 2a--522 pages, Volume 2b--402 pages, CD-ROMs (2, November 15, 2006 PY - 2006 KW - Water KW - Agency number: FES 06-04 KW - Conservation KW - Creeks KW - Endangered Species (Animals) KW - Fish KW - Forests KW - Land Acquisitions KW - Rivers KW - Timber KW - Timber Management KW - Water Quality KW - Wildlife Management KW - Wildlife Surveys KW - California KW - Federal Land Policy and Management Act of 1976, Compliance KW - Endangered Species Act of 1973, Animals UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342604?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-11-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ISSUANCE+OF+FEDERAL+INCIDENTAL+TAKE+PERMITS%2FENHANCEMENT+OF+SURVIVAL+PERMITS+AND+IMPLEMENTATION+OF+A+MULTIPLE+SPECIES+AQUATIC+HABITAT+CONSERVATION+PLAN+FOR+GREEN+DIAMOND+RESOURCE+COMPANY+LANDS+IN+NORTHERN+CALIFORNIA.&rft.title=ISSUANCE+OF+FEDERAL+INCIDENTAL+TAKE+PERMITS%2FENHANCEMENT+OF+SURVIVAL+PERMITS+AND+IMPLEMENTATION+OF+A+MULTIPLE+SPECIES+AQUATIC+HABITAT+CONSERVATION+PLAN+FOR+GREEN+DIAMOND+RESOURCE+COMPANY+LANDS+IN+NORTHERN+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Fish and Wildlife Service, Arcata, California; DOI N1 - Date revised - 2007-11-01 N1 - SuppNotes - Final. Preparation date: November 15, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 29/35 PASEO BRIDGE CORRIDOR, CLAY AND JACKSON COUNTIES, MISSOURI. AN - 36348299; 12526 AB - PURPOSE: The reconstruction and widening of Interstate 29/35 (I-29/35), including a new bridge over the Missouri River and roadways in the Kansas City Metropolitan Area of Clay and Jackson Counties, Missouri are proposed. The study corridor extends 4.7 miles from just north of Missouri Route 210 (M-210) at Armour Road in Clay County and continues south on I-29/35 (US 71) to the northwest corner of the central business district (CBD) freeway loop in downtown Kansas City. The existing four-lane facility within the corridor carries over 90,000 vehicled per day, resulting in extreme congestion during peak travel periods. The freeway has been identified in various planning documents as an important local and regional transportation link. The proposed project includes the north side of the CBD loop, designated as both I-35/70 and US 24/40. The Missouri River crossing (Paseo Bridge) would be rehabilitated and complemented with a new companion bridge or replaced with an entirely new structure. Six combination alternatives and a No Action Alternative are considered in this final EIS. The action alternatives would be used by the contract builder in a "Design-Build" process by which design and construction of the facility would take place simultaneously. In a typical Design-Build scheme, construction begins once 30 percent of the design is complete. However, preferred alternatives have been identified for each of three subcorridors. The preferred alternative for the North Subcorridor (M-210 to 14th Avenue) would involve widening the mainline to six through lanes, with sufficient rights-of-way to enable future widening to eight lanes and improving the interchange at the M-210/Armour Road interchange and the half interchange at 16th Avenue. For the River Crossing Subcorridor (14th Avenue to Dora Street), the preferred alternative would involve either rehabilitation of the Paseo Bridge for southbound traffic and construction of a companion bridge immediately downstream of the existing bridge to carry northbound traffic or construction of new twin bridges each carrying traffic in one direction or one new single span accommodating two-way traffic. Either River Crossing Subcorridor alternative would include widening of the I-29/35 mainline and construction of braided ramps at Bedford Avenue and Levee Road and an improved interchange at Front Street. The preferred alternative for the CBD North Loop Subcorridor (Dora Street to Broadway Boulevard) would include widening of the I-29/35 mainline from Dora Street to the northeast corner of the CBD Loop, while maintaining the six-lane mainline section from the northeast corner of the CBD Loop to just west of Broadway Boulevard, though the latter section would be improved via ramp and lane modifications. The total cost of the preferred alternative, including all modifications from M-210 to Broadway, is estimated to range from $213 million to $231 million in 2005 dollars. POSITIVE IMPACTS: The improvement of the Missouri River crossing and ancillary roads and structures would replace the existing deteriorating bridge and main road infrastructure and improve the associated interchanges, enhancing traffic safety, improving interstate system linkage across the Missouri River, and providing sufficient vehicle capacity, including capacity for trucks, within the study corridor. The reconstructed facility would improve traffic operation to accommodate travel demands across the Missouri River and improve access to the Kansas CBD and other major activity centers. NEGATIVE IMPACTS: Rights-of-way requirements would result in full displacement of two businesses and partial displacement of four single-family units, one multi-family unit, 10 businesses, and two public/semi-public facilities. The project could have some impacts on neighborhood cohesion, but these impacts would be slight. The facility would traverse 1,900 to 2,150 feet of floodplain, displacing 1.59 to 1.88 acres of storage capacity. The project would impact the Riverfront Heritage Trail, and demolition or alteration of the Paseo Bridge would alter or eliminate a structure eligible for inclusion in the National Register of Historic Places. Two archaeological sites or interest would also be affected. New construction across the Missouri River would mar visual aesthetics in the area somewhat. Traffic-generated noise would exceed federal standards at 106 sensitive noise receptors within the corridor. Construction workers would encounter one or two hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0276D, Volume 30, Number 2. JF - EPA number: 060473, 477 pages and maps, November 9, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-06-01-F KW - Archaeological Sites KW - Bridges KW - Cost Assessments KW - Cultural Resources Surveys KW - Demolition KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Missouri 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/36348299?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+29%2F35+PASEO+BRIDGE+CORRIDOR%2C+CLAY+AND+JACKSON+COUNTIES%2C+MISSOURI.&rft.title=INTERSTATE+29%2F35+PASEO+BRIDGE+CORRIDOR%2C+CLAY+AND+JACKSON+COUNTIES%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2007-11-01 N1 - SuppNotes - Final. Preparation date: November 9, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - PRAIRIE PARKWAY STUDY, GRENDY, KENDALL, AND KANE COUNTIES, ILLINOIS. AN - 36346882; 12524 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 12 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 draft 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). 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: Rights-of-way requirements, totaling 2,544 to 2,645 acres, would result in the displacement of 22 residences, 2.64 to 2.71 acres of wetlands, 54 to 58.4 acres of forest, 55.2 to 65.1 acres of floodplain, and 2,510 to 2,560 acres of farmland, including 1,665 to 1,937 acres of prime farmland 509 to 849 acres of farmland of statewide and local importance. From 170 to 189 farms and 185 to 198 farm owners would be affected by land losses. The facilities would traverse 83 or 84 streams and 18 to 20 floodplains. Farm severances and other farm-related access barriers created by the project would affect 177 to 188 farm operations. Four to 21 parcels would be landlocked. Traffic-generated noise levels would exceed federal standards in the vicinity of 77 to 81 sensitive receptor sites. Construction workers would encounter six or seven 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 4,800 to 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). JF - EPA number: 060471, 352 pages, November 9, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-02-D 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/36346882?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PRAIRIE+PARKWAY+STUDY%2C+GRENDY%2C+KENDALL%2C+AND+KANE+COUNTIES%2C+ILLINOIS.&rft.title=PRAIRIE+PARKWAY+STUDY%2C+GRENDY%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 - 2007-11-01 N1 - SuppNotes - Draft. Preparation date: November 9, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - US 301 PROJECT DEVELOPMENT, NEW CASTLE COUNTY, DELAWARE. AN - 36347551; 13056 AB - PURPOSE: The improvement of 17.5 miles of US 301 in New Castle County, Delaware is proposed. The project would extend from the Maryland state line at the west end of the project corridor to US 13/State Route (SR) 1 at the east end of the project corridor. The northern and southern limits of the study corridor, respectively, are south of Middletown and the Chesapeake and Delaware (C&D) Canal. US 301 extends 1,100 miles from Sarasota, Florida to New Castle County, Delaware. With the increase in traffic congestion on Interstate 95 (I-95) in the northern Virginia, District of Columbia, and the Baltimore metropolitan regions, and with the cost of tolls on I-95 at the Baltimore Harbor Crossings and the John F. Kennedy Highway northeast of Baltimore, US 301 has emerged as a through traffic alternative to I-95 between Richmond, Virginia and Wilmington, Delaware, particularly for truckers. In addition, the rapid increase in residential development in southern New Castle County has made SU 301 into a commuter route vis-`-vis regional employment centers. Significant congestion and increases in the level of accidents within the corridor have resulted from these influences, calling for increased capacity and geometric improvements along the US 301 in the county. Four color-coded route alternatives and a No-Build Alternative are considered in this final EIS. The Yellow Alternative would extend north parallel to existing US 301 from the state line to Mount Pleasant, then continue east-west to SR 1 parallel to SR 896 (Boyds Corner Road). Four interchanges would provide access to the highway. The Purple Alternative would extend north from the state line on a new location west of Middletown and existing US 301 (commonly referred to as the ridge route or ridge alignment) to the vicinity of Armstrong Corner Road. From that point, the Purple Alternative would extend on new location northeast to SR 896 and then east to SR 1 along the SR 896 alignment. In the vicinity of Armstrong Corner Road, a two-lane spur road would extend north along the ridge route to the Summit Bridge. Interchanges would be provided at five locations. The Brown Alternative would extend north from the state line on the ridge route to north of Mount Pleasant. The North Option would continue north and turn east, north of Summit Bridge Farms, while the South Option would turn east south of Summit Bridge Farms. Both options would join SR 1 south of the C&D Canal Crossing and north of SR 1 Biddles Corner Toll Plaza. Five interchanges would provide access to the highway. The Green Alternative would extend north from the state line on the ridge route to the vicinity of Armstrong Corner Road, where it would continue northeast across existing US 301. The North Option would continue north over SR 896 and turn east, crossing to SR 1 south of the Airmont community to join SR 1 south of the C&D Canal. The South Option would continue northeast to cross SR 896 and join SR 1 south of Scott Run. In the vicinity of Armstrong Corner Road, a new two-lane Spur Road would extend on the ridge route to the Summit Bridge. Five interchanges would be provided. The Green Alternative, with the North Option, has been selected as the preferred alternative. Capital costs of the Green Alternative range from $534 million to $590 million POSITIVE IMPACTS: The project would improve highway safety, manage truck traffic at an appropriate level, and ameliorate existing and projected traffic congestion along the US 301 corridor. NEGATIVE IMPACTS: Rights-of-way requirements would displace 941 acres, resulting in the displacement of some or all of 132 properties as well as eight residences and four businesses. The project would also result in the loss of 26.3 acres of wetlands at a total of 43 sites, 437 acres of prime farmland, 146 acres of hydric soils, one acre of 100-year floodplain land, and 36.8 acres of forested land. From one to 1.5 acres of floodplain would be displaced, and 14,278 to 20,708 linear feet of stream would be relocated. Under all action alternatives, excepting the Yellow Alternative, one agricultural easement, affecting six to 12.4 acres of farmland, would have to be arranged. Traffic-generated noise levels would exceed federal standards at 77 sensitive receptor sites (residences), though the number of affected receptor sites would decline to 32 after the placement of the proposed noise control berms. Noise and visual alterations would affect 21 structures 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 07-0112D, Volume 31, Number 1. JF - EPA number: 070516, 423 pages and maps, November 8, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA ID No. 52-0599112 KW - Creeks KW - Easements KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Control KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Delaware KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Department of Transportation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347551?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-11-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+301+PROJECT+DEVELOPMENT%2C+NEW+CASTLE+COUNTY%2C+DELAWARE.&rft.title=US+301+PROJECT+DEVELOPMENT%2C+NEW+CASTLE+COUNTY%2C+DELAWARE.&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 8, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 301 PROJECT DEVELOPMENT, NEW CASTLE COUNTY, DELAWARE. AN - 36346846; 12522 AB - PURPOSE: The improvement of 15.9 to 19.4 miles of US 301 from the Maryland state line at the west end of the project corridor to US 13/State Route (SR) 1 at the east end of the project corridor. The northern and southern limits of the study corridor, respectively, are south of Middletown and the Chesapeake and Delaware (C&D) Canal. US 301 extends 1,100 miles from Sarasota, Florida to New Castle County, Delaware. With the increase in traffic congestion on Interstate 95 (I-95) in the northern Virginia, District of Columbia, and the Baltimore metropolitan regions, and with the cost of tolls on I-95 at the Baltimore Harbor Crossings and the John F. Kennedy Highway northeast of Baltimore, US 301 has emerged as a through traffic alternative to I-95 between Richmond, Virginia and Wilmington, Delaware, particularly for truckers. In addition, the rapid increase in residential development in southern New Castle County has made SU 301 into a commuter route vis-a-vis regional employment centers. Significant congestion and increases in the level of accidents within the corridor have resulted from these influences, calling for increased capacity and geometric improvements along the US 301 in the county. Four color-coded route alternatives and a No-Build Alternative are considered in this draft EIS. The Yellow Alternative would extend north parallel to existing US 301 from the state line to Mount Pleasant, then continue east-west to SR 1 parallel to SR 896 (Boyds Corner Road). Four interchanges would provide access to the highway. The Purple Alternative would extend north from the state line on a new location west of Middletown and existing US 301 (commonly referred to as the ridge route or ridge alignment) to the vicinity of Armstrong Corner Road. From that point, the Purple Alternative would extend on new location northeast to SR 896 and then east to SR 1 along the SR 896 alignment. In the vicinity of Armstrong Corner Road, a two-lane spur road would extend north along the ridge route to the Summit Bridge. Interchanges would be provided at five locations. The Brown Alternative would extend north from the state line on the ridge route to north of Mount Pleasant. The North Option would continue north and turn east, north of Summit Bridge Farms, while the South Option would turn east south of Summit Bridge Farms. Both options would join SR 1 south of the C&D Canal Crossing and north of SR 1 Biddles Corner Toll Plaza. Five interchanges would provide access to the highway. The Green Alternative would extend north from the state line on the ridge route to the vicinity of Armstrong Corner Road, where it would continue northeast across existing US 301. The North Option would continue north over SR 896 and turn east, crossing to SR 1 south of the Airmont community to join SR 1 south of the C&D Canal. The South Option would continue northeast to cross SR 896 and join SR 1 south of Scott Run. In the vicinity of Armstrong Corner Road, a new two-lane Spur Road would extend on the ridge route to the Summit Bridge. Five interchanges would be provided. Capital costs of the Yellow, Purple, Brown, and Green alternatives range from $686 million to $758 million, $616 million to $680 million, $499million to $608 million, $526 million to $590 million, respectively. POSITIVE IMPACTS: The project would improve highway safety, manage truck traffic at an appropriate level, and ameliorate existing and projected traffic congestion along the US 301 corridor. NEGATIVE IMPACTS: Rights-of-way requirements would displace 870 to 902 acres, resulting in the displacement of some or all of 100 to 377 properties as well as two to 128 residences and four to 58 businesses. The project would also result in the loss of 18.5 to 50.5 acres of wetlands, 203 to 437 acres of prime farmland, 115 to 158 acres of hydric soils, and 34.1 to 51 acres of forested land. From one to 1.5 acres of floodplain would be displaced, and 14,278 to 20,708 linear feet of stream would be relocated. . Under all action alternatives, excepting the Yellow Alternative, one agricultural easement, affecting six to 12.4 acres of farmland, would have to be arranged. Traffic-generated noise levels would exceed federal standards at 63 to 108 sensitive receptor sites, though the number of affected receptor sites would decline to 14 to 77 after the placement of the proposed noise control berms. The Yellow Alterative would affect four sites of historic significance. 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: 060469, 423 pages and maps, November 8, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA ID No. 52-0599112 KW - Creeks KW - Easements KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Delaware KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Department of Transportation Act of 1966, Historic Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346846?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-11-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+301+PROJECT+DEVELOPMENT%2C+NEW+CASTLE+COUNTY%2C+DELAWARE.&rft.title=US+301+PROJECT+DEVELOPMENT%2C+NEW+CASTLE+COUNTY%2C+DELAWARE.&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 - 2007-11-01 N1 - SuppNotes - Draft. Preparation date: November 8, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - VALLEY HIGHWAY (I-25), LOGAN TO US 6, SOUTH-CENTRAL DENVER, COLORADO. AN - 36342727; 12523 AB - PURPOSE: The improvement of Interstate 25 (I-25; Valley Highway) from Logan Street to US 6 (Sixth Avenue), US 6 from I-25 and Federal Boulevard, and adjacent portion of Santa Fe Drive and Kalamath Streets in southeastern Denver, Denver County, Colorado is proposed. I-25 constitutes both a major interregional transportation facility and a commuter highway for Denver metropolitan area residents. Current and projected traffic volumes exceed design standards, and existing congestion and transport delays are expected to become a serious impairment of local and interstate movements of goods and persons. This draft EIS considers a three systems alternatives and a No Action Alternative. The preferred alternative, which combines elements of all three systems alternatives, would widen of I-25 to provide a consistent section of four through lanes plus auxiliary lanes in each direction through the project corridor; provide a tight diamond interchange at the intersection of I-25 and Broadway, a single point urban interchange with a flyover ramp for northbound Santa Fe Drive to northbound I-25, and an offset partial urban interchange at I-25 and Alameda Avenue; provide a grade-separation structure to pass Santa Fe Drive and Kalamath Street under the railroad close to their current alignments; improve ramp access at the I-15/US 6 interchange; close Bryant Street; provide a graded ramp from Federal Boulevard to eastbound US 6; and reconstruct US 6 with collector-distributor roads and auxiliary lanes through the project area. POSITIVE IMPACTS: The preferred alterative would provide lane continuity and balance on I-25, linking with sections of I-25 to the south and north of Logan and US 6, respectively, thereby reducing congestion and delays along the corridor. The project would optimize highway system operations while recognizing the constraints on highway expansion identified through the regional transportation planning process. Intermodal connectivity would be improved, as would pedestrian and bicyclist mobility and safety. Road deficiencies along I-25 and US 6 would be rectified such that the facilities would meet current design standards. NEGATIVE IMPACTS: Development of 21 acres of new rights-of-way would require the displacement of three residences and 30 businesses, full purchase of 36 properties, partial purchase of 33 properties, and access modifications for 17 properties. The Consolidated Main Line Railroad track would be relocated. The project would take 0.01 acres from Barnum Park, 0.05 acre from Barnum North Park, and 1.54 acres from Barnum East Park. Traffic-generated noise levels would exceed federal standards at 55 residences, 42 businesses, and seven parks, and along portions of the South Platte River Trail. Denver Formation fossils could be encountered during construction, and construction workers would encounter numerous sites potentially containing hazardous wastes. Some floodplain encroachment and the displacement of 0.24 acre of wetlands and 0.5 acre of open water would be inevitable. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 060470, 879 pages, November 8, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-06-01-F KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Parks KW - Paleontological Sites KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Trails KW - Transportation KW - Colorado KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Department of Transportation Act of 1966, Parks KW - Department of Transportation Act of 1966, Recreation Facilities KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342727?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-11-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=VALLEY+HIGHWAY+%28I-25%29%2C+LOGAN+TO+US+6%2C+SOUTH-CENTRAL+DENVER%2C+COLORADO.&rft.title=VALLEY+HIGHWAY+%28I-25%29%2C+LOGAN+TO+US+6%2C+SOUTH-CENTRAL+DENVER%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewood, Colorado; DOT N1 - Date revised - 2007-11-01 N1 - SuppNotes - Final. Preparation date: November 8, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 5 (SANTA ANA FREEWAY) FROM STATE ROUTE 91 IN ORANGE COUNTY TO INTERSTATE 605 IN LOS ANGELES COUNTY, CALIFORNIA. AN - 36342551; 12520 AB - PURPOSE: The improvement of Interstate 5 (I-5; Santa Ana Freeway) from State Route (SR) 91 in Orange County to I-605 in Los Angeles County, California is proposed. I-5 is a major regional transportation corridor extending the entire length of the western United States from Mexico to Canada. It also serves as the backbone of the transportation system connecting the major urban centers of Los Angeles and Orange counties. Nine alternatives, including a No-Build Alternative (Alternative 1), a transportation systems management alternative, a transit enhancement alternative, and six reconstruction alternatives, are considered in this draft EIS. The reconstruction alternatives would provide a 10- to 12-lane freeway facility and most alternatives would include a high-occupancy-vehicle (HOV) lane feature. POSITIVE IMPACTS: The improved facility would reduce existing and forecast traffic congestion on I-5 between SR 91 and I-605. The project would include short- and log-term strategies to improve regional air quality as well as implementing traffic control measures included in the Statewide Implementation Plan. Reconstruction of I-5 would allow the state to implement current functional and safety design standards, increasing safety and operational efficiency of the facility. NEGATIVE IMPACTS: Widening the facility would require the acquisition of new rights-of-way, resulting in the displacement of residences and businesses, the disruption of the affected neighborhoods, and the loss of public tax revenue. Numerous parking spaces would be lost to the expanded freeway. Rights-of-way development would also displace land associated with Orr Park and Norwalk Arts and Sports Center/Norwalk Park, two significant recreational resource sites. The increases in capacity and traffic volume on the expanded facility would increase the number of sensitive receptors exposed to traffic-generated noise levels in excess of federal standards; noise barriers would mitigate this impact for some receptors. The level of air pollutants in the vicinity of the corridor and throughout the regional airshed would increase, though the increased efficiency of vehicular operation due to the increased capacity of the expanded facility would mitigate this impact significantly. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 060467, 456 pages, November 6, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-06-11-D KW - Air Quality Assessments KW - Highways KW - Highway Structures KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Parks KW - Recreation Facilities KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Department of Transportation Act of 1966, Recreation Facilities KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342551?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-11-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+5+%28SANTA+ANA+FREEWAY%29+FROM+STATE+ROUTE+91+IN+ORANGE+COUNTY+TO+INTERSTATE+605+IN+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=INTERSTATE+5+%28SANTA+ANA+FREEWAY%29+FROM+STATE+ROUTE+91+IN+ORANGE+COUNTY+TO+INTERSTATE+605+IN+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2007-11-01 N1 - SuppNotes - Draft. Preparation date: November 6, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BEACON PORT DEEPWATER PORT LICENSE APPLICATION (USCG-2005-21232), GULF OF MEXICO OFF GALVESTON, SAN PATRICIO COUNTY, TEXAS. [Part 2 of 4] T2 - BEACON PORT DEEPWATER PORT LICENSE APPLICATION (USCG-2005-21232), GULF OF MEXICO OFF GALVESTON, SAN PATRICIO COUNTY, TEXAS. AN - 756824454; 12329-060463_0002 AB - PURPOSE: The issuance of a license for the construction and operation of a liquefied natural gas (LNG) receiving, storage, and regasification and associated offshore pipelines in order to transfer natural gas to the U.S. market via existing transmission infrastructure in the Gulf of Mexico off Galveston, Texas is proposed. The deepwater port (DWP) terminal facilities, proposed by the applicant, Beacon Port Limited Liability Company, a wholly owned subsidiary of ConocoPhillips Company, would lie in the Gulf 50 miles east-southeast of Galveston in Outer Continental Shelf (OCS) Lease Block High Island Area 27 in a water depth of 65 feet. The riser platform, which would be located approximately 29 miles south-southeast of Johnson's Bayou, Louisiana in the OCS Lease Block West Cameron, would consist of two concrete gravity-based structures containing two LNG storage tanks with capacities of 10.6 million cubic feet and facilities to provide for LNG carrier berthing, LNG unloading arms, vaporizers, utility systems, and crew accommodations. Beacon Port would be able to receive LNG carriers of with carrying capacities up to 8.9 million cubic feet. The DWP would be supported by 46 miles of offshore natural gas pipeline on the OCS to be included in the project design. A 42-inch-diameter pipeline would connect the main terminal with the riser platform. Three additional pipelines, ranging from 12.75 inches to 24 inches in diameter, would connect the riser platform with existing gas distribution pipelines in West Cameron 167 and from thence to the existing pipelines onshore. The Beacon Port DWP would be designed to handle an acreage delivery of 1.5 billion standard cubic feet per day of natural gas with a peak delivery capacity of 1.8 billion standard cubic feet per day. A 101-acre graving dock located at the Kiewit Offshore Services Ltd. site in San Patricio County, Texas would be used for fabrication of the gravity-based structures. In addition to the proposed action, this final EIS addresses alternatives with respect to certain project components, including an alternative terminal location, three LNG vaporization technologies, one alternative offshore pipeline route, and one alternative graving dock location. All affected areas would be reclaimed as part of decommissioning activities following the termination of use of the DWP. POSITIVE IMPACTS: The DWP would provide the facilities necessary to receive LNG from foreign markets, to regasify the LNG, and to transfer the natural gas into the U.S. via the existing natural gas transmission infrastructure in the Gulf. Fundamental to the project would be the need to meet the nation's existing and increasing demand for natural gas supplies by increase access to worldwide sources of LNG. use of these sources would expand and diversify sources of natural gas input into the existing pipeline infrastructure in the U.S. and would help satisfy the growing U.S. energy demand. Approximately 120 workers would be employed during the two-year DWP installation period. An additional 600 workers would be needed for the construction of the topside facilities at the DWP. Installation of the offshore pipeline system would require 500 workers over a five-month period. Operation and maintenance of the DWP and related facilities would employ 74 workers. NEGATIVE IMPACTS: The gravity-based structure fabrication site would displace 101 acres, including 85 acres of farmland, while the disposal site for the excavated materials would displace 38 acres; both sites provide terrestrial wildlife habitat, including habitat for federally and state-protected species. During construction, the potential for subsidence in the area could increase significantly. Marine mammal, fish, and benthic habitat would be damaged or otherwise altered during construction and small amounts of these habitats would be displaced during operations. Construction and operation activities would affect federally listed and state-listed protected marine species, and construction activities would temporarily impact essential fish habitat. One historically significant shipwreck would lie within a pipeline corridor. Approximately 398 acres of facilities sites and corridors would lie within areas in which shipping activities would have to be prohibited, having a small impacts on commercial vessels, recreational boaters, and fishing interests. Above water structures would mar visual aesthetics somewhat. LEGAL MANDATES: Deepwater Port Act of 1974 (22 U.S.C. 1501-1524) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0200D, Volume 30, Number 2. JF - EPA number: 060463, Final EIS--716 pages, Appendices--731 pages, November 3, 2006 PY - 2006 VL - 2 KW - Energy KW - Agency number: USCG-2005-21232 KW - Air Quality Assessments KW - Continental Shelves KW - Cultural Resources Surveys KW - Employment KW - Endangered Species (Animals) KW - Fish KW - Harbors KW - Historic Sites KW - Leasing KW - Marine Mammals KW - Marine Systems KW - Natural Gas KW - Pipelines KW - Reclamation KW - Recreation Resources KW - Safety KW - Safety Analyses KW - Subsidence KW - Terminal Facilities KW - Visual Resources KW - Wildlife Habitat KW - Gulf of Mexico KW - Texas KW - Deepwater Port Act of 1974, License Application KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824454?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-11-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BEACON+PORT+DEEPWATER+PORT+LICENSE+APPLICATION+%28USCG-2005-21232%29%2C+GULF+OF+MEXICO+OFF+GALVESTON%2C+SAN+PATRICIO+COUNTY%2C+TEXAS.&rft.title=BEACON+PORT+DEEPWATER+PORT+LICENSE+APPLICATION+%28USCG-2005-21232%29%2C+GULF+OF+MEXICO+OFF+GALVESTON%2C+SAN+PATRICIO+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard and Maritime Administration, Washington, District of Columbia; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: November 3, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BEACON PORT DEEPWATER PORT LICENSE APPLICATION (USCG-2005-21232), GULF OF MEXICO OFF GALVESTON, SAN PATRICIO COUNTY, TEXAS. [Part 1 of 4] T2 - BEACON PORT DEEPWATER PORT LICENSE APPLICATION (USCG-2005-21232), GULF OF MEXICO OFF GALVESTON, SAN PATRICIO COUNTY, TEXAS. AN - 756824440; 12329-060463_0001 AB - PURPOSE: The issuance of a license for the construction and operation of a liquefied natural gas (LNG) receiving, storage, and regasification and associated offshore pipelines in order to transfer natural gas to the U.S. market via existing transmission infrastructure in the Gulf of Mexico off Galveston, Texas is proposed. The deepwater port (DWP) terminal facilities, proposed by the applicant, Beacon Port Limited Liability Company, a wholly owned subsidiary of ConocoPhillips Company, would lie in the Gulf 50 miles east-southeast of Galveston in Outer Continental Shelf (OCS) Lease Block High Island Area 27 in a water depth of 65 feet. The riser platform, which would be located approximately 29 miles south-southeast of Johnson's Bayou, Louisiana in the OCS Lease Block West Cameron, would consist of two concrete gravity-based structures containing two LNG storage tanks with capacities of 10.6 million cubic feet and facilities to provide for LNG carrier berthing, LNG unloading arms, vaporizers, utility systems, and crew accommodations. Beacon Port would be able to receive LNG carriers of with carrying capacities up to 8.9 million cubic feet. The DWP would be supported by 46 miles of offshore natural gas pipeline on the OCS to be included in the project design. A 42-inch-diameter pipeline would connect the main terminal with the riser platform. Three additional pipelines, ranging from 12.75 inches to 24 inches in diameter, would connect the riser platform with existing gas distribution pipelines in West Cameron 167 and from thence to the existing pipelines onshore. The Beacon Port DWP would be designed to handle an acreage delivery of 1.5 billion standard cubic feet per day of natural gas with a peak delivery capacity of 1.8 billion standard cubic feet per day. A 101-acre graving dock located at the Kiewit Offshore Services Ltd. site in San Patricio County, Texas would be used for fabrication of the gravity-based structures. In addition to the proposed action, this final EIS addresses alternatives with respect to certain project components, including an alternative terminal location, three LNG vaporization technologies, one alternative offshore pipeline route, and one alternative graving dock location. All affected areas would be reclaimed as part of decommissioning activities following the termination of use of the DWP. POSITIVE IMPACTS: The DWP would provide the facilities necessary to receive LNG from foreign markets, to regasify the LNG, and to transfer the natural gas into the U.S. via the existing natural gas transmission infrastructure in the Gulf. Fundamental to the project would be the need to meet the nation's existing and increasing demand for natural gas supplies by increase access to worldwide sources of LNG. use of these sources would expand and diversify sources of natural gas input into the existing pipeline infrastructure in the U.S. and would help satisfy the growing U.S. energy demand. Approximately 120 workers would be employed during the two-year DWP installation period. An additional 600 workers would be needed for the construction of the topside facilities at the DWP. Installation of the offshore pipeline system would require 500 workers over a five-month period. Operation and maintenance of the DWP and related facilities would employ 74 workers. NEGATIVE IMPACTS: The gravity-based structure fabrication site would displace 101 acres, including 85 acres of farmland, while the disposal site for the excavated materials would displace 38 acres; both sites provide terrestrial wildlife habitat, including habitat for federally and state-protected species. During construction, the potential for subsidence in the area could increase significantly. Marine mammal, fish, and benthic habitat would be damaged or otherwise altered during construction and small amounts of these habitats would be displaced during operations. Construction and operation activities would affect federally listed and state-listed protected marine species, and construction activities would temporarily impact essential fish habitat. One historically significant shipwreck would lie within a pipeline corridor. Approximately 398 acres of facilities sites and corridors would lie within areas in which shipping activities would have to be prohibited, having a small impacts on commercial vessels, recreational boaters, and fishing interests. Above water structures would mar visual aesthetics somewhat. LEGAL MANDATES: Deepwater Port Act of 1974 (22 U.S.C. 1501-1524) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0200D, Volume 30, Number 2. JF - EPA number: 060463, Final EIS--716 pages, Appendices--731 pages, November 3, 2006 PY - 2006 VL - 1 KW - Energy KW - Agency number: USCG-2005-21232 KW - Air Quality Assessments KW - Continental Shelves KW - Cultural Resources Surveys KW - Employment KW - Endangered Species (Animals) KW - Fish KW - Harbors KW - Historic Sites KW - Leasing KW - Marine Mammals KW - Marine Systems KW - Natural Gas KW - Pipelines KW - Reclamation KW - Recreation Resources KW - Safety KW - Safety Analyses KW - Subsidence KW - Terminal Facilities KW - Visual Resources KW - Wildlife Habitat KW - Gulf of Mexico KW - Texas KW - Deepwater Port Act of 1974, License Application KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824440?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-11-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BEACON+PORT+DEEPWATER+PORT+LICENSE+APPLICATION+%28USCG-2005-21232%29%2C+GULF+OF+MEXICO+OFF+GALVESTON%2C+SAN+PATRICIO+COUNTY%2C+TEXAS.&rft.title=BEACON+PORT+DEEPWATER+PORT+LICENSE+APPLICATION+%28USCG-2005-21232%29%2C+GULF+OF+MEXICO+OFF+GALVESTON%2C+SAN+PATRICIO+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard and Maritime Administration, Washington, District of Columbia; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: November 3, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BEACON PORT DEEPWATER PORT LICENSE APPLICATION (USCG-2005-21232), GULF OF MEXICO OFF GALVESTON, SAN PATRICIO COUNTY, TEXAS. [Part 3 of 4] T2 - BEACON PORT DEEPWATER PORT LICENSE APPLICATION (USCG-2005-21232), GULF OF MEXICO OFF GALVESTON, SAN PATRICIO COUNTY, TEXAS. AN - 756824410; 12329-060463_0003 AB - PURPOSE: The issuance of a license for the construction and operation of a liquefied natural gas (LNG) receiving, storage, and regasification and associated offshore pipelines in order to transfer natural gas to the U.S. market via existing transmission infrastructure in the Gulf of Mexico off Galveston, Texas is proposed. The deepwater port (DWP) terminal facilities, proposed by the applicant, Beacon Port Limited Liability Company, a wholly owned subsidiary of ConocoPhillips Company, would lie in the Gulf 50 miles east-southeast of Galveston in Outer Continental Shelf (OCS) Lease Block High Island Area 27 in a water depth of 65 feet. The riser platform, which would be located approximately 29 miles south-southeast of Johnson's Bayou, Louisiana in the OCS Lease Block West Cameron, would consist of two concrete gravity-based structures containing two LNG storage tanks with capacities of 10.6 million cubic feet and facilities to provide for LNG carrier berthing, LNG unloading arms, vaporizers, utility systems, and crew accommodations. Beacon Port would be able to receive LNG carriers of with carrying capacities up to 8.9 million cubic feet. The DWP would be supported by 46 miles of offshore natural gas pipeline on the OCS to be included in the project design. A 42-inch-diameter pipeline would connect the main terminal with the riser platform. Three additional pipelines, ranging from 12.75 inches to 24 inches in diameter, would connect the riser platform with existing gas distribution pipelines in West Cameron 167 and from thence to the existing pipelines onshore. The Beacon Port DWP would be designed to handle an acreage delivery of 1.5 billion standard cubic feet per day of natural gas with a peak delivery capacity of 1.8 billion standard cubic feet per day. A 101-acre graving dock located at the Kiewit Offshore Services Ltd. site in San Patricio County, Texas would be used for fabrication of the gravity-based structures. In addition to the proposed action, this final EIS addresses alternatives with respect to certain project components, including an alternative terminal location, three LNG vaporization technologies, one alternative offshore pipeline route, and one alternative graving dock location. All affected areas would be reclaimed as part of decommissioning activities following the termination of use of the DWP. POSITIVE IMPACTS: The DWP would provide the facilities necessary to receive LNG from foreign markets, to regasify the LNG, and to transfer the natural gas into the U.S. via the existing natural gas transmission infrastructure in the Gulf. Fundamental to the project would be the need to meet the nation's existing and increasing demand for natural gas supplies by increase access to worldwide sources of LNG. use of these sources would expand and diversify sources of natural gas input into the existing pipeline infrastructure in the U.S. and would help satisfy the growing U.S. energy demand. Approximately 120 workers would be employed during the two-year DWP installation period. An additional 600 workers would be needed for the construction of the topside facilities at the DWP. Installation of the offshore pipeline system would require 500 workers over a five-month period. Operation and maintenance of the DWP and related facilities would employ 74 workers. NEGATIVE IMPACTS: The gravity-based structure fabrication site would displace 101 acres, including 85 acres of farmland, while the disposal site for the excavated materials would displace 38 acres; both sites provide terrestrial wildlife habitat, including habitat for federally and state-protected species. During construction, the potential for subsidence in the area could increase significantly. Marine mammal, fish, and benthic habitat would be damaged or otherwise altered during construction and small amounts of these habitats would be displaced during operations. Construction and operation activities would affect federally listed and state-listed protected marine species, and construction activities would temporarily impact essential fish habitat. One historically significant shipwreck would lie within a pipeline corridor. Approximately 398 acres of facilities sites and corridors would lie within areas in which shipping activities would have to be prohibited, having a small impacts on commercial vessels, recreational boaters, and fishing interests. Above water structures would mar visual aesthetics somewhat. LEGAL MANDATES: Deepwater Port Act of 1974 (22 U.S.C. 1501-1524) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0200D, Volume 30, Number 2. JF - EPA number: 060463, Final EIS--716 pages, Appendices--731 pages, November 3, 2006 PY - 2006 VL - 3 KW - Energy KW - Agency number: USCG-2005-21232 KW - Air Quality Assessments KW - Continental Shelves KW - Cultural Resources Surveys KW - Employment KW - Endangered Species (Animals) KW - Fish KW - Harbors KW - Historic Sites KW - Leasing KW - Marine Mammals KW - Marine Systems KW - Natural Gas KW - Pipelines KW - Reclamation KW - Recreation Resources KW - Safety KW - Safety Analyses KW - Subsidence KW - Terminal Facilities KW - Visual Resources KW - Wildlife Habitat KW - Gulf of Mexico KW - Texas KW - Deepwater Port Act of 1974, License Application KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824410?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-11-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BEACON+PORT+DEEPWATER+PORT+LICENSE+APPLICATION+%28USCG-2005-21232%29%2C+GULF+OF+MEXICO+OFF+GALVESTON%2C+SAN+PATRICIO+COUNTY%2C+TEXAS.&rft.title=BEACON+PORT+DEEPWATER+PORT+LICENSE+APPLICATION+%28USCG-2005-21232%29%2C+GULF+OF+MEXICO+OFF+GALVESTON%2C+SAN+PATRICIO+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard and Maritime Administration, Washington, District of Columbia; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: November 3, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - BEACON PORT DEEPWATER PORT LICENSE APPLICATION (USCG-2005-21232), GULF OF MEXICO OFF GALVESTON, SAN PATRICIO COUNTY, TEXAS. [Part 4 of 4] T2 - BEACON PORT DEEPWATER PORT LICENSE APPLICATION (USCG-2005-21232), GULF OF MEXICO OFF GALVESTON, SAN PATRICIO COUNTY, TEXAS. AN - 756824375; 12329-060463_0004 AB - PURPOSE: The issuance of a license for the construction and operation of a liquefied natural gas (LNG) receiving, storage, and regasification and associated offshore pipelines in order to transfer natural gas to the U.S. market via existing transmission infrastructure in the Gulf of Mexico off Galveston, Texas is proposed. The deepwater port (DWP) terminal facilities, proposed by the applicant, Beacon Port Limited Liability Company, a wholly owned subsidiary of ConocoPhillips Company, would lie in the Gulf 50 miles east-southeast of Galveston in Outer Continental Shelf (OCS) Lease Block High Island Area 27 in a water depth of 65 feet. The riser platform, which would be located approximately 29 miles south-southeast of Johnson's Bayou, Louisiana in the OCS Lease Block West Cameron, would consist of two concrete gravity-based structures containing two LNG storage tanks with capacities of 10.6 million cubic feet and facilities to provide for LNG carrier berthing, LNG unloading arms, vaporizers, utility systems, and crew accommodations. Beacon Port would be able to receive LNG carriers of with carrying capacities up to 8.9 million cubic feet. The DWP would be supported by 46 miles of offshore natural gas pipeline on the OCS to be included in the project design. A 42-inch-diameter pipeline would connect the main terminal with the riser platform. Three additional pipelines, ranging from 12.75 inches to 24 inches in diameter, would connect the riser platform with existing gas distribution pipelines in West Cameron 167 and from thence to the existing pipelines onshore. The Beacon Port DWP would be designed to handle an acreage delivery of 1.5 billion standard cubic feet per day of natural gas with a peak delivery capacity of 1.8 billion standard cubic feet per day. A 101-acre graving dock located at the Kiewit Offshore Services Ltd. site in San Patricio County, Texas would be used for fabrication of the gravity-based structures. In addition to the proposed action, this final EIS addresses alternatives with respect to certain project components, including an alternative terminal location, three LNG vaporization technologies, one alternative offshore pipeline route, and one alternative graving dock location. All affected areas would be reclaimed as part of decommissioning activities following the termination of use of the DWP. POSITIVE IMPACTS: The DWP would provide the facilities necessary to receive LNG from foreign markets, to regasify the LNG, and to transfer the natural gas into the U.S. via the existing natural gas transmission infrastructure in the Gulf. Fundamental to the project would be the need to meet the nation's existing and increasing demand for natural gas supplies by increase access to worldwide sources of LNG. use of these sources would expand and diversify sources of natural gas input into the existing pipeline infrastructure in the U.S. and would help satisfy the growing U.S. energy demand. Approximately 120 workers would be employed during the two-year DWP installation period. An additional 600 workers would be needed for the construction of the topside facilities at the DWP. Installation of the offshore pipeline system would require 500 workers over a five-month period. Operation and maintenance of the DWP and related facilities would employ 74 workers. NEGATIVE IMPACTS: The gravity-based structure fabrication site would displace 101 acres, including 85 acres of farmland, while the disposal site for the excavated materials would displace 38 acres; both sites provide terrestrial wildlife habitat, including habitat for federally and state-protected species. During construction, the potential for subsidence in the area could increase significantly. Marine mammal, fish, and benthic habitat would be damaged or otherwise altered during construction and small amounts of these habitats would be displaced during operations. Construction and operation activities would affect federally listed and state-listed protected marine species, and construction activities would temporarily impact essential fish habitat. One historically significant shipwreck would lie within a pipeline corridor. Approximately 398 acres of facilities sites and corridors would lie within areas in which shipping activities would have to be prohibited, having a small impacts on commercial vessels, recreational boaters, and fishing interests. Above water structures would mar visual aesthetics somewhat. LEGAL MANDATES: Deepwater Port Act of 1974 (22 U.S.C. 1501-1524) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0200D, Volume 30, Number 2. JF - EPA number: 060463, Final EIS--716 pages, Appendices--731 pages, November 3, 2006 PY - 2006 VL - 4 KW - Energy KW - Agency number: USCG-2005-21232 KW - Air Quality Assessments KW - Continental Shelves KW - Cultural Resources Surveys KW - Employment KW - Endangered Species (Animals) KW - Fish KW - Harbors KW - Historic Sites KW - Leasing KW - Marine Mammals KW - Marine Systems KW - Natural Gas KW - Pipelines KW - Reclamation KW - Recreation Resources KW - Safety KW - Safety Analyses KW - Subsidence KW - Terminal Facilities KW - Visual Resources KW - Wildlife Habitat KW - Gulf of Mexico KW - Texas KW - Deepwater Port Act of 1974, License Application KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824375?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-11-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BEACON+PORT+DEEPWATER+PORT+LICENSE+APPLICATION+%28USCG-2005-21232%29%2C+GULF+OF+MEXICO+OFF+GALVESTON%2C+SAN+PATRICIO+COUNTY%2C+TEXAS.&rft.title=BEACON+PORT+DEEPWATER+PORT+LICENSE+APPLICATION+%28USCG-2005-21232%29%2C+GULF+OF+MEXICO+OFF+GALVESTON%2C+SAN+PATRICIO+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard and Maritime Administration, Washington, District of Columbia; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: November 3, 2006 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - Environmental Dredging Pilot on the Lower Passaic River, New Jersey T2 - 27th Annual Meeting of the Society of Environmental Toxicology and Chemistry (SETAC 2006) AN - 39266345; 4436548 JF - 27th Annual Meeting of the Society of Environmental Toxicology and Chemistry (SETAC 2006) AU - Baron, L A AU - Bilimoria, M R AU - Thompson, S E AU - Weppler, P M Y1 - 2006/11/03/ PY - 2006 DA - 2006 Nov 03 KW - USA, New Jersey KW - USA, New Jersery, Passaic R. KW - Dredging KW - Rivers KW - U 4300:Environmental Science UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39266345?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=27th+Annual+Meeting+of+the+Society+of+Environmental+Toxicology+and+Chemistry+%28SETAC+2006%29&rft.atitle=Environmental+Dredging+Pilot+on+the+Lower+Passaic+River%2C+New+Jersey&rft.au=Baron%2C+L+A%3BBilimoria%2C+M+R%3BThompson%2C+S+E%3BWeppler%2C+P+M&rft.aulast=Baron&rft.aufirst=L&rft.date=2006-11-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=27th+Annual+Meeting+of+the+Society+of+Environmental+Toxicology+and+Chemistry+%28SETAC+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://montreal.setac.org/sciprog.asp LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2007-09-05 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - BEACON PORT DEEPWATER PORT LICENSE APPLICATION (USCG-2005-21232), GULF OF MEXICO OFF GALVESTON, SAN PATRICIO COUNTY, TEXAS. AN - 36344177; 12329 AB - PURPOSE: The issuance of a license for the construction and operation of a liquefied natural gas (LNG) receiving, storage, and regasification and associated offshore pipelines in order to transfer natural gas to the U.S. market via existing transmission infrastructure in the Gulf of Mexico off Galveston, Texas is proposed. The deepwater port (DWP) terminal facilities, proposed by the applicant, Beacon Port Limited Liability Company, a wholly owned subsidiary of ConocoPhillips Company, would lie in the Gulf 50 miles east-southeast of Galveston in Outer Continental Shelf (OCS) Lease Block High Island Area 27 in a water depth of 65 feet. The riser platform, which would be located approximately 29 miles south-southeast of Johnson's Bayou, Louisiana in the OCS Lease Block West Cameron, would consist of two concrete gravity-based structures containing two LNG storage tanks with capacities of 10.6 million cubic feet and facilities to provide for LNG carrier berthing, LNG unloading arms, vaporizers, utility systems, and crew accommodations. Beacon Port would be able to receive LNG carriers of with carrying capacities up to 8.9 million cubic feet. The DWP would be supported by 46 miles of offshore natural gas pipeline on the OCS to be included in the project design. A 42-inch-diameter pipeline would connect the main terminal with the riser platform. Three additional pipelines, ranging from 12.75 inches to 24 inches in diameter, would connect the riser platform with existing gas distribution pipelines in West Cameron 167 and from thence to the existing pipelines onshore. The Beacon Port DWP would be designed to handle an acreage delivery of 1.5 billion standard cubic feet per day of natural gas with a peak delivery capacity of 1.8 billion standard cubic feet per day. A 101-acre graving dock located at the Kiewit Offshore Services Ltd. site in San Patricio County, Texas would be used for fabrication of the gravity-based structures. In addition to the proposed action, this final EIS addresses alternatives with respect to certain project components, including an alternative terminal location, three LNG vaporization technologies, one alternative offshore pipeline route, and one alternative graving dock location. All affected areas would be reclaimed as part of decommissioning activities following the termination of use of the DWP. POSITIVE IMPACTS: The DWP would provide the facilities necessary to receive LNG from foreign markets, to regasify the LNG, and to transfer the natural gas into the U.S. via the existing natural gas transmission infrastructure in the Gulf. Fundamental to the project would be the need to meet the nation's existing and increasing demand for natural gas supplies by increase access to worldwide sources of LNG. use of these sources would expand and diversify sources of natural gas input into the existing pipeline infrastructure in the U.S. and would help satisfy the growing U.S. energy demand. Approximately 120 workers would be employed during the two-year DWP installation period. An additional 600 workers would be needed for the construction of the topside facilities at the DWP. Installation of the offshore pipeline system would require 500 workers over a five-month period. Operation and maintenance of the DWP and related facilities would employ 74 workers. NEGATIVE IMPACTS: The gravity-based structure fabrication site would displace 101 acres, including 85 acres of farmland, while the disposal site for the excavated materials would displace 38 acres; both sites provide terrestrial wildlife habitat, including habitat for federally and state-protected species. During construction, the potential for subsidence in the area could increase significantly. Marine mammal, fish, and benthic habitat would be damaged or otherwise altered during construction and small amounts of these habitats would be displaced during operations. Construction and operation activities would affect federally listed and state-listed protected marine species, and construction activities would temporarily impact essential fish habitat. One historically significant shipwreck would lie within a pipeline corridor. Approximately 398 acres of facilities sites and corridors would lie within areas in which shipping activities would have to be prohibited, having a small impacts on commercial vessels, recreational boaters, and fishing interests. Above water structures would mar visual aesthetics somewhat. LEGAL MANDATES: Deepwater Port Act of 1974 (22 U.S.C. 1501-1524) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0200D, Volume 30, Number 2. JF - EPA number: 060463, Final EIS--716 pages, Appendices--731 pages, November 3, 2006 PY - 2006 KW - Energy KW - Agency number: USCG-2005-21232 KW - Air Quality Assessments KW - Continental Shelves KW - Cultural Resources Surveys KW - Employment KW - Endangered Species (Animals) KW - Fish KW - Harbors KW - Historic Sites KW - Leasing KW - Marine Mammals KW - Marine Systems KW - Natural Gas KW - Pipelines KW - Reclamation KW - Recreation Resources KW - Safety KW - Safety Analyses KW - Subsidence KW - Terminal Facilities KW - Visual Resources KW - Wildlife Habitat KW - Gulf of Mexico KW - Texas KW - Deepwater Port Act of 1974, License Application KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344177?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-11-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BEACON+PORT+DEEPWATER+PORT+LICENSE+APPLICATION+%28USCG-2005-21232%29%2C+GULF+OF+MEXICO+OFF+GALVESTON%2C+SAN+PATRICIO+COUNTY%2C+TEXAS.&rft.title=BEACON+PORT+DEEPWATER+PORT+LICENSE+APPLICATION+%28USCG-2005-21232%29%2C+GULF+OF+MEXICO+OFF+GALVESTON%2C+SAN+PATRICIO+COUNTY%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard and Maritime Administration, Washington, District of Columbia; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: November 3, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - SOUTHERN CONNECTOR/CHAMPLAIN PARKWAY PROJECT (BURLINGTON MEGC-M5000(1)), BURLINGTON, CHITTENDEN COUNTY, VERMONT (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JULY 1979). AN - 36349177; 12326 AB - PURPOSE: The construction on portions of the previously approved Burlington Southern Connector/Champlain Parkway Project, located in the city of Burlington in northwest Vermont is proposed. The approved proposal would provide for the construction of approximately 2.3 miles of highway commencing at the interchange of Interstate 189 with Shelburne Street (US Route 7) and extending westward and northward to the intersection of Battery and Main streets in the Burlington Center City District (CCD). A portion of the selected alternative (the C-1 alignment) has already been constructed; however, a hazardous waste Superfund site, known as the Pine Street Barge Canal Site, was discovered following the release of the final EIS of July 1979. One portion of the selected alternative (the C-8 alignment) traverses the site and the construction project cannot be completed until a remediation strategy for the site has been approved. A draft supplement to the final EIS was prepared in 1984 but was never finalized because no agreement could be reached on the realignment of the highway. A February 1997 final supplement to the final EIS considered the construction of the C-6 alignment which would include a 1.0-mile roadway improvement circumventing the hazardous waste site to the east; roughly 0.3 miles would be on new location and 0.9 miles constructed within existing rights-of-way. Five variations of the C-6 alignment, as well as a No-Build Alternative, were considered in the final supplement. The alignment was planned as a four-lane facility. This additional draft supplement to the final EIS considers a 1.9-mile, two-lane roadway improvement circumventing the Superfund site. This solution would incorporate sections C-2 and C-6. The C-2 section extends 0.7 mile on a new location alignment, while the C-6 section would utilize approximately 1.0 mile of existing city streets to provide access to the CCD. Two alternatives for completion of this facility and a No-Build Alternative are assessed in this draft supplement. Estimated costs of the build alternatives are $19.0 million and $35.0 million. POSITIVE IMPACTS: The project would improve access from the vicinity of the intersection of I-189 and US Route 7 to the Burlington CCD and the downtown waterfront area. In addition, the project would improve circulation, alleviate capacity overburdens, and improve safety on local streets in the study area. The decision to provide a two-lane facility, as opposed to four-lane facility as proposed earlier, would enhance the safety of pedestrian movements in the CCD. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 0.69 to 0.78 acres of wetlands and either alternative would traverse one creek. Each of the variations of the C-6 alignment would require changes or modifications to rail operations on the Vermont Railway site; these changes would include the relocation of some track, storage tanks, and other facilities. Portions of the Pine Street Historic District would be adversely affected by the C-6 alignment under one alternative, which also requires additional archaeological survey work. Removal of contaminated materials would be necessary, but these activities would not appreciably increase project costs. LEGAL MANDATES: Department of Transportation Act of 1966 (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Uniform Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the most recent draft and final supplements, see 95-0377D, Volume 19, Number 4 and 97-0135F, Volume 21, Number 2, respectively. For the abstract of the initial draft supplement, see 85-0028D, Volume 9, Number 1. For the abstracts of the draft and final EISs, see 78-0050D, Volume 2, Number 1, and 79-1079F, Volume 3, Number 10, respectively. JF - EPA number: 060460, Draft Supplemental EIS--395 pages and maps (CD-ROM), Appendices--1,051 pages and maps, November 2, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-VT-EIS-77-02-DS KW - Archaeological Sites Surveys KW - Demography KW - Central Business Districts KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Historic Districts KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Railroads KW - Relocations-Property Acquisitions KW - Safety KW - Traffic Analyses KW - Wildlife Surveys KW - Vermont KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Districts KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349177?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-11-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHERN+CONNECTOR%2FCHAMPLAIN+PARKWAY+PROJECT+%28BURLINGTON+MEGC-M5000%281%29%29%2C+BURLINGTON%2C+CHITTENDEN+COUNTY%2C+VERMONT+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1979%29.&rft.title=SOUTHERN+CONNECTOR%2FCHAMPLAIN+PARKWAY+PROJECT+%28BURLINGTON+MEGC-M5000%281%29%29%2C+BURLINGTON%2C+CHITTENDEN+COUNTY%2C+VERMONT+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JULY+1979%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Montpelier, Vermont; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Draft. Preparation date: November 2, 2006 N1 - Last updated - 2014-01-30 ER - TY - JOUR T1 - Pilot medical history and medications found in post mortem specimens from aviation accidents. AN - 68115775; 17086773 AB - Federal Aviation Administration (FAA) regulations require pilots to report all medications and medical conditions for review and consideration as to the overall suitability of the pilot for flight activities. Specimens were collected by local pathologists from aviation accidents and sent to the Bioaeronautical Sciences Research Laboratory for analysis. The results of such tests were entered into the Forensic Case Management System. This database was searched to identify all pilots found positive for medications used to treat cardiovascular, psychological, or neurological conditions over the period January 1, 1993, through December 31, 2003. Toxicological evaluations were performed on 4143 pilots. Psychotropic drugs were found in 223 pilots. Cardiovascular medications were found in 149 pilots. Neurological medications were found in 15 pilots. Pilots reported psychological conditions in 14 of the 223 pilots found positive for psychotropic drugs. Only 1 of the 14 pilots reporting a psychological condition to the FAA reported the psychotropic medication found after the accident. Cardiovascular disease was reported by 69 of the pilots found with cardiovascular drugs in their system. Cardiovascular medications found in the pilots were reported by 29 of the 69 pilots reporting a cardiovascular condition. Only 1 of the 15 pilots reported having a neurological condition to the FAA; none of the pilots found with neurological medications reported the medication. Toxicology successfully identified 93% of the medications reported by the pilots. Pilots involved in fatal accidents taking psychotropic or neurological medications rarely reported the medication or their underlying medical condition to the FAA. JF - Aviation, space, and environmental medicine AU - Canfield, Dennis V AU - Salazar, Guillermo J AU - Lewis, Russell J AU - Whinnery, James E AD - Civil Aerospace Medical Institute, Federal Aviation Administration, Oklahoma City, OK 73125-5006, USA. dennis.canfield@faa.gov Y1 - 2006/11// PY - 2006 DA - November 2006 SP - 1171 EP - 1173 VL - 77 IS - 11 SN - 0095-6562, 0095-6562 KW - Cardiovascular Agents KW - 0 KW - Psychotropic Drugs KW - Index Medicus KW - Space life sciences KW - United States KW - Forensic Medicine KW - Cardiovascular Agents -- therapeutic use KW - Humans KW - Government Agencies KW - Psychotropic Drugs -- therapeutic use KW - Certification -- legislation & jurisprudence KW - Drug Utilization KW - Medical History Taking KW - Work Capacity Evaluation KW - Accidents, Aviation -- statistics & numerical data KW - Aerospace Medicine -- legislation & jurisprudence KW - Accidents, Aviation -- legislation & jurisprudence UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/68115775?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Atoxline&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Aviation%2C+space%2C+and+environmental+medicine&rft.atitle=Pilot+medical+history+and+medications+found+in+post+mortem+specimens+from+aviation+accidents.&rft.au=Canfield%2C+Dennis+V%3BSalazar%2C+Guillermo+J%3BLewis%2C+Russell+J%3BWhinnery%2C+James+E&rft.aulast=Canfield&rft.aufirst=Dennis&rft.date=2006-11-01&rft.volume=77&rft.issue=11&rft.spage=1171&rft.isbn=&rft.btitle=&rft.title=Aviation%2C+space%2C+and+environmental+medicine&rft.issn=00956562&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2007-01-17 N1 - Date created - 2006-11-07 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-18 ER - TY - JOUR T1 - Numerical analysis of the performance of wire mesh and cable net rockfall protection systems AN - 51447724; 2007-046926 AB - Wire mesh and cable net systems have long been used to control rockfall on actively eroding slopes. The design of these systems has been primarily based on empirical methods, engineering judgment, and experience; their performance has been mixed. There is a general consensus among specialists that in wire mesh systems that have functioned well some elements may be over-designed or even unnecessary. On the contrary, system failures under a variety of loading conditions have occurred within the last few decades, indicating that certain design elements may in fact be under-designed for their desired application. This study presents the results of finite element analyses conducted to examine the performance of the individual elements as well as the overall stability of the wire mesh systems. The load-displacement behaviors of widely used fabrics were determined in the laboratory. The friction between the mesh and rock can be a major contributor to the stability of the wire mesh and cable net systems. The interface friction is controlled by macro and micro roughness of the surface. Interface friction is a difficult parameter to quantify in practice. Guidelines are provided to estimate this parameter from observed slope irregularity and surface roughness based on finite element analyses. The top horizontal rope is an essential element in the design of wire mesh and cable mesh systems. The study also shows that the inclusion of interior horizontal support ropes does not reduce the stress within the mesh, and accordingly, provides no mechanical benefit. Results show that the use of vertical ropes eliminates stress concentration around the anchor support and reduces stresses on the top horizontal rope provided that they are clamped to the mesh at closed intervals. JF - Engineering Geology AU - Sasiharan, N AU - Muhunthan, B AU - Badger, T C AU - Shu, S AU - Carradine, D M Y1 - 2006/11// PY - 2006 DA - November 2006 SP - 121 EP - 132 PB - Elsevier, Amsterdam VL - 88 IS - 1-2 SN - 0013-7952, 0013-7952 KW - protection KW - rockfalls KW - geologic hazards KW - erosion KW - numerical analysis KW - friction KW - models KW - wire mesh KW - finite element analysis KW - mitigation KW - mass movements KW - slope stability KW - design KW - cable net KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51447724?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Engineering+Geology&rft.atitle=Numerical+analysis+of+the+performance+of+wire+mesh+and+cable+net+rockfall+protection+systems&rft.au=Sasiharan%2C+N%3BMuhunthan%2C+B%3BBadger%2C+T+C%3BShu%2C+S%3BCarradine%2C+D+M&rft.aulast=Sasiharan&rft.aufirst=N&rft.date=2006-11-01&rft.volume=88&rft.issue=1-2&rft.spage=121&rft.isbn=&rft.btitle=&rft.title=Engineering+Geology&rft.issn=00137952&rft_id=info:doi/10.1016%2Fj.enggeo.2006.09.005 L2 - http://www.sciencedirect.com/science/journal/00137952 LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data from CAPCAS, Elsevier Scientific Publishers, Amsterdam, Netherlands N1 - Date revised - 2007-01-01 N1 - Number of references - 11 N1 - Document feature - illus. incl. 6 tables N1 - Last updated - 2012-06-07 N1 - CODEN - EGGOAO N1 - SubjectsTermNotLitGenreText - cable net; design; erosion; finite element analysis; friction; geologic hazards; mass movements; mitigation; models; numerical analysis; protection; rockfalls; slope stability; wire mesh DO - http://dx.doi.org/10.1016/j.enggeo.2006.09.005 ER - TY - JOUR T1 - A scenario-based procedure for seismic risk analysis AN - 51447675; 2007-046919 AB - A new methodology for seismic risk analysis based on probabilistic interpretation of deterministic or scenario-based hazard analysis, in full compliance with the likelihood principle and therefore meeting the requirements of modern risk analysis, has been developed. The proposed methodology can easily be adjusted to deliver its output in a format required for safety analysts and civil engineers. The scenario-based approach allows the incorporation of all available information collected in a geological, seismotectonic and geotechnical database of the site of interest as well as advanced physical modelling techniques to provide a reliable and robust deterministic design basis for civil infrastructures. The robustness of this approach is of special importance for critical infrastructures. At the same time a scenario-based seismic hazard analysis allows the development of the required input for probabilistic risk assessment (PRA) as required by safety analysts and insurance companies. The scenario-based approach removes the ambiguity in the results of probabilistic seismic hazard analysis (PSHA) which relies on the projections of Gutenberg-Richter (G-R) equation. The problems in the validity of G-R projections, because of incomplete to total absence of data for making the projections, are still unresolved. Consequently, the information from G-R must not be used in decisions for design of critical structures or critical elements in a structure. The scenario-based methodology is strictly based on observable facts and data and complemented by physical modelling techniques, which can be submitted to a formalised validation process. By means of sensitivity analysis, knowledge gaps related to lack of data can be dealt with easily, due to the limited amount of scenarios to be investigated. The proposed seismic risk analysis can be used with confidence for planning, insurance and engineering applications. JF - Engineering Geology AU - Klugel, J U AU - Mualchin, L AU - Panza, G F Y1 - 2006/11// PY - 2006 DA - November 2006 SP - 1 EP - 22 PB - Elsevier, Amsterdam VL - 88 IS - 1-2 SN - 0013-7952, 0013-7952 KW - methods KW - civil engineering KW - geologic hazards KW - data processing KW - seismic sources KW - physical models KW - topography KW - seismicity KW - planning KW - seismic risk KW - data bases KW - Gutenberg-Richter equation KW - risk assessment KW - epicenters KW - tectonics KW - earthquakes KW - seismotectonics KW - faults KW - design KW - 30:Engineering geology KW - 19:Seismology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51447675?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Engineering+Geology&rft.atitle=A+scenario-based+procedure+for+seismic+risk+analysis&rft.au=Klugel%2C+J+U%3BMualchin%2C+L%3BPanza%2C+G+F&rft.aulast=Klugel&rft.aufirst=J&rft.date=2006-11-01&rft.volume=88&rft.issue=1-2&rft.spage=1&rft.isbn=&rft.btitle=&rft.title=Engineering+Geology&rft.issn=00137952&rft_id=info:doi/10.1016%2Fj.enggeo.2006.07.006 L2 - http://www.sciencedirect.com/science/journal/00137952 LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data from CAPCAS, Elsevier Scientific Publishers, Amsterdam, Netherlands N1 - Date revised - 2007-01-01 N1 - Number of references - 58 N1 - Document feature - illus. incl. 7 tables N1 - SuppNotes - Includes appendices N1 - Last updated - 2012-06-07 N1 - CODEN - EGGOAO N1 - SubjectsTermNotLitGenreText - civil engineering; data bases; data processing; design; earthquakes; epicenters; faults; geologic hazards; Gutenberg-Richter equation; methods; physical models; planning; risk assessment; seismic risk; seismic sources; seismicity; seismotectonics; tectonics; topography DO - http://dx.doi.org/10.1016/j.enggeo.2006.07.006 ER - TY - RPRT T1 - WILLITS BYPASS, MENDOCINO COUNTY, CALIFORNIA. [Part 3 of 8] T2 - WILLITS BYPASS, MENDOCINO COUNTY, CALIFORNIA. AN - 756824821; 12319-060453_0003 AB - PURPOSE: The construction of a new segment of U.S. 101 to provide a bypass of the city of Willits in Mendocino County, California is proposed. The facility is an important route for interstate and interregional travel and is considered the economic lifeline of California's North Coast. It is the principal arterial route for the movement of people and goods between the San Francisco Bay area and the greater Eureka-Arcata area. Travel times and transportation costs along U.S. 101 are high. Travel times and costs are exacerbated by congestion-related delays and delays caused by facility type at Willits, where U.S. 101 passes through developed areas on surface streets. Five alternatives, including a No Action Alternative, are considered in this final EIS. Three of the four action alternatives would involve construction of a new freeway segment east of Willits; the fourth alternative would provide a western bypass. The alternatives vary in length from 5.6 miles to 9.2 miles. The preferred alternative (Modified Alternative J1T) would begin at a point 0.8 mile south of Haehl Overhead and extend 5.8 miles to a point 1.9 miles south of Estimated capital costs for the preferred alternative is $247.0 million. POSITIVE IMPACTS: The project would improve the safety and efficiency of traffic movements on U.S. 101 in and around Willits . NEGATIVE IMPACTS: Rights-of-way development would result in the loss of 15.1 to 129.1 acres of wetlands and up to 713 acres of prime farmland and the displacement of up to 114 residences and three businesses. Two special status plant species, Baker's medowfoam and glandular western flax, would be affected., as would habitat for yellow warbler, yellow-breasted chat, little willow flycatcher, raptors, northwestern pond turtle, foothill yellow-legged frog, spotted owl, tree vole Coho salmon, fall-run Chinook salmon, and steelhead trout. Under one alternative, the facility would follow an alignment susceptible to landslides. Under another alternative, hazardous waste site cleanup would be necessary. Relocation of a stream segment could be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0433D, Volume 26, Number 4. JF - EPA number: 060453, Final EIS--711 pages, Responses to Comments--631 pages, Draft EIS with Text Changes--632 pages, Map Supplement, October 30, 2006 PY - 2006 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-02-02-F KW - Biologic Assessments KW - Birds KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Streams KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824821?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WILLITS+BYPASS%2C+MENDOCINO+COUNTY%2C+CALIFORNIA.&rft.title=WILLITS+BYPASS%2C+MENDOCINO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: October 30, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WILLITS BYPASS, MENDOCINO COUNTY, CALIFORNIA. [Part 7 of 8] T2 - WILLITS BYPASS, MENDOCINO COUNTY, CALIFORNIA. AN - 756824778; 12319-060453_0007 AB - PURPOSE: The construction of a new segment of U.S. 101 to provide a bypass of the city of Willits in Mendocino County, California is proposed. The facility is an important route for interstate and interregional travel and is considered the economic lifeline of California's North Coast. It is the principal arterial route for the movement of people and goods between the San Francisco Bay area and the greater Eureka-Arcata area. Travel times and transportation costs along U.S. 101 are high. Travel times and costs are exacerbated by congestion-related delays and delays caused by facility type at Willits, where U.S. 101 passes through developed areas on surface streets. Five alternatives, including a No Action Alternative, are considered in this final EIS. Three of the four action alternatives would involve construction of a new freeway segment east of Willits; the fourth alternative would provide a western bypass. The alternatives vary in length from 5.6 miles to 9.2 miles. The preferred alternative (Modified Alternative J1T) would begin at a point 0.8 mile south of Haehl Overhead and extend 5.8 miles to a point 1.9 miles south of Estimated capital costs for the preferred alternative is $247.0 million. POSITIVE IMPACTS: The project would improve the safety and efficiency of traffic movements on U.S. 101 in and around Willits . NEGATIVE IMPACTS: Rights-of-way development would result in the loss of 15.1 to 129.1 acres of wetlands and up to 713 acres of prime farmland and the displacement of up to 114 residences and three businesses. Two special status plant species, Baker's medowfoam and glandular western flax, would be affected., as would habitat for yellow warbler, yellow-breasted chat, little willow flycatcher, raptors, northwestern pond turtle, foothill yellow-legged frog, spotted owl, tree vole Coho salmon, fall-run Chinook salmon, and steelhead trout. Under one alternative, the facility would follow an alignment susceptible to landslides. Under another alternative, hazardous waste site cleanup would be necessary. Relocation of a stream segment could be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0433D, Volume 26, Number 4. JF - EPA number: 060453, Final EIS--711 pages, Responses to Comments--631 pages, Draft EIS with Text Changes--632 pages, Map Supplement, October 30, 2006 PY - 2006 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-02-02-F KW - Biologic Assessments KW - Birds KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Streams KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824778?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WILLITS+BYPASS%2C+MENDOCINO+COUNTY%2C+CALIFORNIA.&rft.title=WILLITS+BYPASS%2C+MENDOCINO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: October 30, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WILLITS BYPASS, MENDOCINO COUNTY, CALIFORNIA. [Part 8 of 8] T2 - WILLITS BYPASS, MENDOCINO COUNTY, CALIFORNIA. AN - 756824772; 12319-060453_0008 AB - PURPOSE: The construction of a new segment of U.S. 101 to provide a bypass of the city of Willits in Mendocino County, California is proposed. The facility is an important route for interstate and interregional travel and is considered the economic lifeline of California's North Coast. It is the principal arterial route for the movement of people and goods between the San Francisco Bay area and the greater Eureka-Arcata area. Travel times and transportation costs along U.S. 101 are high. Travel times and costs are exacerbated by congestion-related delays and delays caused by facility type at Willits, where U.S. 101 passes through developed areas on surface streets. Five alternatives, including a No Action Alternative, are considered in this final EIS. Three of the four action alternatives would involve construction of a new freeway segment east of Willits; the fourth alternative would provide a western bypass. The alternatives vary in length from 5.6 miles to 9.2 miles. The preferred alternative (Modified Alternative J1T) would begin at a point 0.8 mile south of Haehl Overhead and extend 5.8 miles to a point 1.9 miles south of Estimated capital costs for the preferred alternative is $247.0 million. POSITIVE IMPACTS: The project would improve the safety and efficiency of traffic movements on U.S. 101 in and around Willits . NEGATIVE IMPACTS: Rights-of-way development would result in the loss of 15.1 to 129.1 acres of wetlands and up to 713 acres of prime farmland and the displacement of up to 114 residences and three businesses. Two special status plant species, Baker's medowfoam and glandular western flax, would be affected., as would habitat for yellow warbler, yellow-breasted chat, little willow flycatcher, raptors, northwestern pond turtle, foothill yellow-legged frog, spotted owl, tree vole Coho salmon, fall-run Chinook salmon, and steelhead trout. Under one alternative, the facility would follow an alignment susceptible to landslides. Under another alternative, hazardous waste site cleanup would be necessary. Relocation of a stream segment could be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0433D, Volume 26, Number 4. JF - EPA number: 060453, Final EIS--711 pages, Responses to Comments--631 pages, Draft EIS with Text Changes--632 pages, Map Supplement, October 30, 2006 PY - 2006 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-02-02-F KW - Biologic Assessments KW - Birds KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Streams KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824772?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WILLITS+BYPASS%2C+MENDOCINO+COUNTY%2C+CALIFORNIA.&rft.title=WILLITS+BYPASS%2C+MENDOCINO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: October 30, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WILLITS BYPASS, MENDOCINO COUNTY, CALIFORNIA. [Part 6 of 8] T2 - WILLITS BYPASS, MENDOCINO COUNTY, CALIFORNIA. AN - 756824764; 12319-060453_0006 AB - PURPOSE: The construction of a new segment of U.S. 101 to provide a bypass of the city of Willits in Mendocino County, California is proposed. The facility is an important route for interstate and interregional travel and is considered the economic lifeline of California's North Coast. It is the principal arterial route for the movement of people and goods between the San Francisco Bay area and the greater Eureka-Arcata area. Travel times and transportation costs along U.S. 101 are high. Travel times and costs are exacerbated by congestion-related delays and delays caused by facility type at Willits, where U.S. 101 passes through developed areas on surface streets. Five alternatives, including a No Action Alternative, are considered in this final EIS. Three of the four action alternatives would involve construction of a new freeway segment east of Willits; the fourth alternative would provide a western bypass. The alternatives vary in length from 5.6 miles to 9.2 miles. The preferred alternative (Modified Alternative J1T) would begin at a point 0.8 mile south of Haehl Overhead and extend 5.8 miles to a point 1.9 miles south of Estimated capital costs for the preferred alternative is $247.0 million. POSITIVE IMPACTS: The project would improve the safety and efficiency of traffic movements on U.S. 101 in and around Willits . NEGATIVE IMPACTS: Rights-of-way development would result in the loss of 15.1 to 129.1 acres of wetlands and up to 713 acres of prime farmland and the displacement of up to 114 residences and three businesses. Two special status plant species, Baker's medowfoam and glandular western flax, would be affected., as would habitat for yellow warbler, yellow-breasted chat, little willow flycatcher, raptors, northwestern pond turtle, foothill yellow-legged frog, spotted owl, tree vole Coho salmon, fall-run Chinook salmon, and steelhead trout. Under one alternative, the facility would follow an alignment susceptible to landslides. Under another alternative, hazardous waste site cleanup would be necessary. Relocation of a stream segment could be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0433D, Volume 26, Number 4. JF - EPA number: 060453, Final EIS--711 pages, Responses to Comments--631 pages, Draft EIS with Text Changes--632 pages, Map Supplement, October 30, 2006 PY - 2006 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-02-02-F KW - Biologic Assessments KW - Birds KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Streams KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824764?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WILLITS+BYPASS%2C+MENDOCINO+COUNTY%2C+CALIFORNIA.&rft.title=WILLITS+BYPASS%2C+MENDOCINO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: October 30, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WILLITS BYPASS, MENDOCINO COUNTY, CALIFORNIA. [Part 5 of 8] T2 - WILLITS BYPASS, MENDOCINO COUNTY, CALIFORNIA. AN - 756824754; 12319-060453_0005 AB - PURPOSE: The construction of a new segment of U.S. 101 to provide a bypass of the city of Willits in Mendocino County, California is proposed. The facility is an important route for interstate and interregional travel and is considered the economic lifeline of California's North Coast. It is the principal arterial route for the movement of people and goods between the San Francisco Bay area and the greater Eureka-Arcata area. Travel times and transportation costs along U.S. 101 are high. Travel times and costs are exacerbated by congestion-related delays and delays caused by facility type at Willits, where U.S. 101 passes through developed areas on surface streets. Five alternatives, including a No Action Alternative, are considered in this final EIS. Three of the four action alternatives would involve construction of a new freeway segment east of Willits; the fourth alternative would provide a western bypass. The alternatives vary in length from 5.6 miles to 9.2 miles. The preferred alternative (Modified Alternative J1T) would begin at a point 0.8 mile south of Haehl Overhead and extend 5.8 miles to a point 1.9 miles south of Estimated capital costs for the preferred alternative is $247.0 million. POSITIVE IMPACTS: The project would improve the safety and efficiency of traffic movements on U.S. 101 in and around Willits . NEGATIVE IMPACTS: Rights-of-way development would result in the loss of 15.1 to 129.1 acres of wetlands and up to 713 acres of prime farmland and the displacement of up to 114 residences and three businesses. Two special status plant species, Baker's medowfoam and glandular western flax, would be affected., as would habitat for yellow warbler, yellow-breasted chat, little willow flycatcher, raptors, northwestern pond turtle, foothill yellow-legged frog, spotted owl, tree vole Coho salmon, fall-run Chinook salmon, and steelhead trout. Under one alternative, the facility would follow an alignment susceptible to landslides. Under another alternative, hazardous waste site cleanup would be necessary. Relocation of a stream segment could be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0433D, Volume 26, Number 4. JF - EPA number: 060453, Final EIS--711 pages, Responses to Comments--631 pages, Draft EIS with Text Changes--632 pages, Map Supplement, October 30, 2006 PY - 2006 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-02-02-F KW - Biologic Assessments KW - Birds KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Streams KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824754?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WILLITS+BYPASS%2C+MENDOCINO+COUNTY%2C+CALIFORNIA.&rft.title=WILLITS+BYPASS%2C+MENDOCINO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: October 30, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WILLITS BYPASS, MENDOCINO COUNTY, CALIFORNIA. [Part 4 of 8] T2 - WILLITS BYPASS, MENDOCINO COUNTY, CALIFORNIA. AN - 756824750; 12319-060453_0004 AB - PURPOSE: The construction of a new segment of U.S. 101 to provide a bypass of the city of Willits in Mendocino County, California is proposed. The facility is an important route for interstate and interregional travel and is considered the economic lifeline of California's North Coast. It is the principal arterial route for the movement of people and goods between the San Francisco Bay area and the greater Eureka-Arcata area. Travel times and transportation costs along U.S. 101 are high. Travel times and costs are exacerbated by congestion-related delays and delays caused by facility type at Willits, where U.S. 101 passes through developed areas on surface streets. Five alternatives, including a No Action Alternative, are considered in this final EIS. Three of the four action alternatives would involve construction of a new freeway segment east of Willits; the fourth alternative would provide a western bypass. The alternatives vary in length from 5.6 miles to 9.2 miles. The preferred alternative (Modified Alternative J1T) would begin at a point 0.8 mile south of Haehl Overhead and extend 5.8 miles to a point 1.9 miles south of Estimated capital costs for the preferred alternative is $247.0 million. POSITIVE IMPACTS: The project would improve the safety and efficiency of traffic movements on U.S. 101 in and around Willits . NEGATIVE IMPACTS: Rights-of-way development would result in the loss of 15.1 to 129.1 acres of wetlands and up to 713 acres of prime farmland and the displacement of up to 114 residences and three businesses. Two special status plant species, Baker's medowfoam and glandular western flax, would be affected., as would habitat for yellow warbler, yellow-breasted chat, little willow flycatcher, raptors, northwestern pond turtle, foothill yellow-legged frog, spotted owl, tree vole Coho salmon, fall-run Chinook salmon, and steelhead trout. Under one alternative, the facility would follow an alignment susceptible to landslides. Under another alternative, hazardous waste site cleanup would be necessary. Relocation of a stream segment could be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0433D, Volume 26, Number 4. JF - EPA number: 060453, Final EIS--711 pages, Responses to Comments--631 pages, Draft EIS with Text Changes--632 pages, Map Supplement, October 30, 2006 PY - 2006 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-02-02-F KW - Biologic Assessments KW - Birds KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Streams KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824750?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WILLITS+BYPASS%2C+MENDOCINO+COUNTY%2C+CALIFORNIA.&rft.title=WILLITS+BYPASS%2C+MENDOCINO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: October 30, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WILLITS BYPASS, MENDOCINO COUNTY, CALIFORNIA. [Part 2 of 8] T2 - WILLITS BYPASS, MENDOCINO COUNTY, CALIFORNIA. AN - 756824746; 12319-060453_0002 AB - PURPOSE: The construction of a new segment of U.S. 101 to provide a bypass of the city of Willits in Mendocino County, California is proposed. The facility is an important route for interstate and interregional travel and is considered the economic lifeline of California's North Coast. It is the principal arterial route for the movement of people and goods between the San Francisco Bay area and the greater Eureka-Arcata area. Travel times and transportation costs along U.S. 101 are high. Travel times and costs are exacerbated by congestion-related delays and delays caused by facility type at Willits, where U.S. 101 passes through developed areas on surface streets. Five alternatives, including a No Action Alternative, are considered in this final EIS. Three of the four action alternatives would involve construction of a new freeway segment east of Willits; the fourth alternative would provide a western bypass. The alternatives vary in length from 5.6 miles to 9.2 miles. The preferred alternative (Modified Alternative J1T) would begin at a point 0.8 mile south of Haehl Overhead and extend 5.8 miles to a point 1.9 miles south of Estimated capital costs for the preferred alternative is $247.0 million. POSITIVE IMPACTS: The project would improve the safety and efficiency of traffic movements on U.S. 101 in and around Willits . NEGATIVE IMPACTS: Rights-of-way development would result in the loss of 15.1 to 129.1 acres of wetlands and up to 713 acres of prime farmland and the displacement of up to 114 residences and three businesses. Two special status plant species, Baker's medowfoam and glandular western flax, would be affected., as would habitat for yellow warbler, yellow-breasted chat, little willow flycatcher, raptors, northwestern pond turtle, foothill yellow-legged frog, spotted owl, tree vole Coho salmon, fall-run Chinook salmon, and steelhead trout. Under one alternative, the facility would follow an alignment susceptible to landslides. Under another alternative, hazardous waste site cleanup would be necessary. Relocation of a stream segment could be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0433D, Volume 26, Number 4. JF - EPA number: 060453, Final EIS--711 pages, Responses to Comments--631 pages, Draft EIS with Text Changes--632 pages, Map Supplement, October 30, 2006 PY - 2006 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-02-02-F KW - Biologic Assessments KW - Birds KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Streams KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824746?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WILLITS+BYPASS%2C+MENDOCINO+COUNTY%2C+CALIFORNIA.&rft.title=WILLITS+BYPASS%2C+MENDOCINO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: October 30, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WILLITS BYPASS, MENDOCINO COUNTY, CALIFORNIA. [Part 1 of 8] T2 - WILLITS BYPASS, MENDOCINO COUNTY, CALIFORNIA. AN - 756824730; 12319-060453_0001 AB - PURPOSE: The construction of a new segment of U.S. 101 to provide a bypass of the city of Willits in Mendocino County, California is proposed. The facility is an important route for interstate and interregional travel and is considered the economic lifeline of California's North Coast. It is the principal arterial route for the movement of people and goods between the San Francisco Bay area and the greater Eureka-Arcata area. Travel times and transportation costs along U.S. 101 are high. Travel times and costs are exacerbated by congestion-related delays and delays caused by facility type at Willits, where U.S. 101 passes through developed areas on surface streets. Five alternatives, including a No Action Alternative, are considered in this final EIS. Three of the four action alternatives would involve construction of a new freeway segment east of Willits; the fourth alternative would provide a western bypass. The alternatives vary in length from 5.6 miles to 9.2 miles. The preferred alternative (Modified Alternative J1T) would begin at a point 0.8 mile south of Haehl Overhead and extend 5.8 miles to a point 1.9 miles south of Estimated capital costs for the preferred alternative is $247.0 million. POSITIVE IMPACTS: The project would improve the safety and efficiency of traffic movements on U.S. 101 in and around Willits . NEGATIVE IMPACTS: Rights-of-way development would result in the loss of 15.1 to 129.1 acres of wetlands and up to 713 acres of prime farmland and the displacement of up to 114 residences and three businesses. Two special status plant species, Baker's medowfoam and glandular western flax, would be affected., as would habitat for yellow warbler, yellow-breasted chat, little willow flycatcher, raptors, northwestern pond turtle, foothill yellow-legged frog, spotted owl, tree vole Coho salmon, fall-run Chinook salmon, and steelhead trout. Under one alternative, the facility would follow an alignment susceptible to landslides. Under another alternative, hazardous waste site cleanup would be necessary. Relocation of a stream segment could be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0433D, Volume 26, Number 4. JF - EPA number: 060453, Final EIS--711 pages, Responses to Comments--631 pages, Draft EIS with Text Changes--632 pages, Map Supplement, October 30, 2006 PY - 2006 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-02-02-F KW - Biologic Assessments KW - Birds KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Streams KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824730?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WILLITS+BYPASS%2C+MENDOCINO+COUNTY%2C+CALIFORNIA.&rft.title=WILLITS+BYPASS%2C+MENDOCINO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: October 30, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WILLITS BYPASS, MENDOCINO COUNTY, CALIFORNIA. AN - 36347704; 12319 AB - PURPOSE: The construction of a new segment of U.S. 101 to provide a bypass of the city of Willits in Mendocino County, California is proposed. The facility is an important route for interstate and interregional travel and is considered the economic lifeline of California's North Coast. It is the principal arterial route for the movement of people and goods between the San Francisco Bay area and the greater Eureka-Arcata area. Travel times and transportation costs along U.S. 101 are high. Travel times and costs are exacerbated by congestion-related delays and delays caused by facility type at Willits, where U.S. 101 passes through developed areas on surface streets. Five alternatives, including a No Action Alternative, are considered in this final EIS. Three of the four action alternatives would involve construction of a new freeway segment east of Willits; the fourth alternative would provide a western bypass. The alternatives vary in length from 5.6 miles to 9.2 miles. The preferred alternative (Modified Alternative J1T) would begin at a point 0.8 mile south of Haehl Overhead and extend 5.8 miles to a point 1.9 miles south of Estimated capital costs for the preferred alternative is $247.0 million. POSITIVE IMPACTS: The project would improve the safety and efficiency of traffic movements on U.S. 101 in and around Willits . NEGATIVE IMPACTS: Rights-of-way development would result in the loss of 15.1 to 129.1 acres of wetlands and up to 713 acres of prime farmland and the displacement of up to 114 residences and three businesses. Two special status plant species, Baker's medowfoam and glandular western flax, would be affected., as would habitat for yellow warbler, yellow-breasted chat, little willow flycatcher, raptors, northwestern pond turtle, foothill yellow-legged frog, spotted owl, tree vole Coho salmon, fall-run Chinook salmon, and steelhead trout. Under one alternative, the facility would follow an alignment susceptible to landslides. Under another alternative, hazardous waste site cleanup would be necessary. Relocation of a stream segment could be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0433D, Volume 26, Number 4. JF - EPA number: 060453, Final EIS--711 pages, Responses to Comments--631 pages, Draft EIS with Text Changes--632 pages, Map Supplement, October 30, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-02-02-F KW - Biologic Assessments KW - Birds KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Fish KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Assessments KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 404(b) Statements KW - Streams KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347704?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WILLITS+BYPASS%2C+MENDOCINO+COUNTY%2C+CALIFORNIA.&rft.title=WILLITS+BYPASS%2C+MENDOCINO+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: October 30, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - NEPTUNE, L.L.C. LIQUEFIED NATURAL GAS DEEPWATER PORT LICENSE APPLICATION, MASSACHUSETTS BAY, MASSACHUSETTS. [Part 2 of 2] T2 - NEPTUNE, L.L.C. LIQUEFIED NATURAL GAS DEEPWATER PORT LICENSE APPLICATION, MASSACHUSETTS BAY, MASSACHUSETTS. AN - 756824972; 12317-060451_0002 AB - PURPOSE: The construction and operation of a deepwater port in Massachusetts Bay, seven miles south-southeast of Gloucester, Massachusetts, are proposed by Neptune, L.L.C. to provide for a terminal facility for the importation of liquefied natural gas (LNG). At present, LNG meets 20 to 30 percent of natural gas demand in New England. Forecasts indicate that gas consumption in New England will continue to increase at an average annual growth rate of 1.4 percent for the next 22 years. As domestic supplies are static, the major increase in natural gas supply will have to come from LNG. The proposed port would capable of mooring up to two 37-million-gallon capacity LNG carriers by means of a submerged unloading buoy system. The port would have an average throughput capacity of 500 million standard cubic feet per day (MMscfd) and a peak capacity of 750 MMscfd. The major fixed components of the port would be an unloading buoy system, eight mooring lines consisting of wire rope and chain connecting to anchor points on the seabed, eight function pile anchor points, approximately 2.5 miles of natural gas flow line with flexible pipe risers and riser manifolds, and approximately 11 miles of 24-inch natural gas transmission line with a hot tap and transition manifold to connect to the existing Algonquin HubLine. The LNG carriers, also known as shuttle and regasification vessels, would be equipped to store, transport, and vaporize LNG and to odorize and meter natural gas to be sent out by a conventional subsea pipeline connecting the deepwater port to the existing 30-inch HubLine. No onshore components or storage facilities would be associated with the port. Each LNG carrier would be equipped with an in-tank pump to circulate and transfer LNG to the vaporization facilities located on the deck of the carrier. The proposed vaporization system would consist of closed-loop, shell-and-tube, recirculating heat exchangers heated by steam from boil off gas/vaporized LNG-fired boilers. In addition to the proposed action, this final EIS considers a No Action Alternative and port design, regasification technology, and port site alternatives. POSITIVE IMPACTS: The port and terminal facilities would provide for the increasing demand for natural gas in New England and could replace more expensive, less environmentally friendly oil-fired generators and heating units in some cases. The facilities would promote the development of oil and natural gas production on the outer continental shelf by affording an economic and safe means of transporting oil and natural gas to the mainland. Construction and operations employment would provide a substantial number of jobs for local and regional workers. NEGATIVE IMPACTS: Operation of the LNG facility would entail risks associated with vapor clouds and fire due to a major accidental release of gas. The LNG port would constitute a navigational impediment and vessel traffic in the area would increase somewhat. Port structures and lighting would mar the visual aesthetics for recreationists and others boating in the area. Construction, vessel operation, and GBS placement would result in short-term, minor effects of the flow of marine waters and suspension of sea flood sediments. Flow disturbances, scour, and associated turbidity resulting from the presence of the GBSs and other structures would be long-term but localized and minor. Construction activities would also affect marine mammals, sea turtles, hard bottoms, submerged aquatic vegetation, algae colonies, birds, and sensitive species. LEGAL MANDATES: Deepwater Port Act of 1974 (22 U.S.C 1501-1524), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Maritime Transportation Security Act of 2002 (46 U.S.C. 701), Natural Gas Act (15 U.S.C. 717 f(c)), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0333D, Volume 30, Number 3. JF - EPA number: 060451, Final EIS--575 pages, Appendices (Volume II)--621 pages, Appendices (Volume III)--636 pages, October 27, 2006 PY - 2006 VL - 2 KW - Energy KW - Air Quality Assessments KW - Bays KW - Coastal Zones KW - Continental Shelves KW - Cultural Resources Surveys KW - Employment KW - Endangered Species (Animals) KW - Fish KW - Harbor Structures KW - Harbors KW - Marine Mammals KW - Natural Gas KW - Pipelines KW - Recreation Resources KW - Shellfish KW - Ships KW - Terminal Facilities KW - Visual Resources KW - Massachusetts KW - Massachusetts Bay KW - Deepwater Port Act of 1974, License Application KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Maritime Transportation Security Act of 2002, Compliance KW - Natural Gas Act, Certificates of Pubic Convenience and Necessity KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824972?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEPTUNE%2C+L.L.C.+LIQUEFIED+NATURAL+GAS+DEEPWATER+PORT+LICENSE+APPLICATION%2C+MASSACHUSETTS+BAY%2C+MASSACHUSETTS.&rft.title=NEPTUNE%2C+L.L.C.+LIQUEFIED+NATURAL+GAS+DEEPWATER+PORT+LICENSE+APPLICATION%2C+MASSACHUSETTS+BAY%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: October 27, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEPTUNE, L.L.C. LIQUEFIED NATURAL GAS DEEPWATER PORT LICENSE APPLICATION, MASSACHUSETTS BAY, MASSACHUSETTS. [Part 1 of 2] T2 - NEPTUNE, L.L.C. LIQUEFIED NATURAL GAS DEEPWATER PORT LICENSE APPLICATION, MASSACHUSETTS BAY, MASSACHUSETTS. AN - 756824889; 12317-060451_0001 AB - PURPOSE: The construction and operation of a deepwater port in Massachusetts Bay, seven miles south-southeast of Gloucester, Massachusetts, are proposed by Neptune, L.L.C. to provide for a terminal facility for the importation of liquefied natural gas (LNG). At present, LNG meets 20 to 30 percent of natural gas demand in New England. Forecasts indicate that gas consumption in New England will continue to increase at an average annual growth rate of 1.4 percent for the next 22 years. As domestic supplies are static, the major increase in natural gas supply will have to come from LNG. The proposed port would capable of mooring up to two 37-million-gallon capacity LNG carriers by means of a submerged unloading buoy system. The port would have an average throughput capacity of 500 million standard cubic feet per day (MMscfd) and a peak capacity of 750 MMscfd. The major fixed components of the port would be an unloading buoy system, eight mooring lines consisting of wire rope and chain connecting to anchor points on the seabed, eight function pile anchor points, approximately 2.5 miles of natural gas flow line with flexible pipe risers and riser manifolds, and approximately 11 miles of 24-inch natural gas transmission line with a hot tap and transition manifold to connect to the existing Algonquin HubLine. The LNG carriers, also known as shuttle and regasification vessels, would be equipped to store, transport, and vaporize LNG and to odorize and meter natural gas to be sent out by a conventional subsea pipeline connecting the deepwater port to the existing 30-inch HubLine. No onshore components or storage facilities would be associated with the port. Each LNG carrier would be equipped with an in-tank pump to circulate and transfer LNG to the vaporization facilities located on the deck of the carrier. The proposed vaporization system would consist of closed-loop, shell-and-tube, recirculating heat exchangers heated by steam from boil off gas/vaporized LNG-fired boilers. In addition to the proposed action, this final EIS considers a No Action Alternative and port design, regasification technology, and port site alternatives. POSITIVE IMPACTS: The port and terminal facilities would provide for the increasing demand for natural gas in New England and could replace more expensive, less environmentally friendly oil-fired generators and heating units in some cases. The facilities would promote the development of oil and natural gas production on the outer continental shelf by affording an economic and safe means of transporting oil and natural gas to the mainland. Construction and operations employment would provide a substantial number of jobs for local and regional workers. NEGATIVE IMPACTS: Operation of the LNG facility would entail risks associated with vapor clouds and fire due to a major accidental release of gas. The LNG port would constitute a navigational impediment and vessel traffic in the area would increase somewhat. Port structures and lighting would mar the visual aesthetics for recreationists and others boating in the area. Construction, vessel operation, and GBS placement would result in short-term, minor effects of the flow of marine waters and suspension of sea flood sediments. Flow disturbances, scour, and associated turbidity resulting from the presence of the GBSs and other structures would be long-term but localized and minor. Construction activities would also affect marine mammals, sea turtles, hard bottoms, submerged aquatic vegetation, algae colonies, birds, and sensitive species. LEGAL MANDATES: Deepwater Port Act of 1974 (22 U.S.C 1501-1524), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Maritime Transportation Security Act of 2002 (46 U.S.C. 701), Natural Gas Act (15 U.S.C. 717 f(c)), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0333D, Volume 30, Number 3. JF - EPA number: 060451, Final EIS--575 pages, Appendices (Volume II)--621 pages, Appendices (Volume III)--636 pages, October 27, 2006 PY - 2006 VL - 1 KW - Energy KW - Air Quality Assessments KW - Bays KW - Coastal Zones KW - Continental Shelves KW - Cultural Resources Surveys KW - Employment KW - Endangered Species (Animals) KW - Fish KW - Harbor Structures KW - Harbors KW - Marine Mammals KW - Natural Gas KW - Pipelines KW - Recreation Resources KW - Shellfish KW - Ships KW - Terminal Facilities KW - Visual Resources KW - Massachusetts KW - Massachusetts Bay KW - Deepwater Port Act of 1974, License Application KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Maritime Transportation Security Act of 2002, Compliance KW - Natural Gas Act, Certificates of Pubic Convenience and Necessity KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824889?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEPTUNE%2C+L.L.C.+LIQUEFIED+NATURAL+GAS+DEEPWATER+PORT+LICENSE+APPLICATION%2C+MASSACHUSETTS+BAY%2C+MASSACHUSETTS.&rft.title=NEPTUNE%2C+L.L.C.+LIQUEFIED+NATURAL+GAS+DEEPWATER+PORT+LICENSE+APPLICATION%2C+MASSACHUSETTS+BAY%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: October 27, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEPTUNE, L.L.C. LIQUEFIED NATURAL GAS DEEPWATER PORT LICENSE APPLICATION, MASSACHUSETTS BAY, MASSACHUSETTS. AN - 36347543; 12317 AB - PURPOSE: The construction and operation of a deepwater port in Massachusetts Bay, seven miles south-southeast of Gloucester, Massachusetts, are proposed by Neptune, L.L.C. to provide for a terminal facility for the importation of liquefied natural gas (LNG). At present, LNG meets 20 to 30 percent of natural gas demand in New England. Forecasts indicate that gas consumption in New England will continue to increase at an average annual growth rate of 1.4 percent for the next 22 years. As domestic supplies are static, the major increase in natural gas supply will have to come from LNG. The proposed port would capable of mooring up to two 37-million-gallon capacity LNG carriers by means of a submerged unloading buoy system. The port would have an average throughput capacity of 500 million standard cubic feet per day (MMscfd) and a peak capacity of 750 MMscfd. The major fixed components of the port would be an unloading buoy system, eight mooring lines consisting of wire rope and chain connecting to anchor points on the seabed, eight function pile anchor points, approximately 2.5 miles of natural gas flow line with flexible pipe risers and riser manifolds, and approximately 11 miles of 24-inch natural gas transmission line with a hot tap and transition manifold to connect to the existing Algonquin HubLine. The LNG carriers, also known as shuttle and regasification vessels, would be equipped to store, transport, and vaporize LNG and to odorize and meter natural gas to be sent out by a conventional subsea pipeline connecting the deepwater port to the existing 30-inch HubLine. No onshore components or storage facilities would be associated with the port. Each LNG carrier would be equipped with an in-tank pump to circulate and transfer LNG to the vaporization facilities located on the deck of the carrier. The proposed vaporization system would consist of closed-loop, shell-and-tube, recirculating heat exchangers heated by steam from boil off gas/vaporized LNG-fired boilers. In addition to the proposed action, this final EIS considers a No Action Alternative and port design, regasification technology, and port site alternatives. POSITIVE IMPACTS: The port and terminal facilities would provide for the increasing demand for natural gas in New England and could replace more expensive, less environmentally friendly oil-fired generators and heating units in some cases. The facilities would promote the development of oil and natural gas production on the outer continental shelf by affording an economic and safe means of transporting oil and natural gas to the mainland. Construction and operations employment would provide a substantial number of jobs for local and regional workers. NEGATIVE IMPACTS: Operation of the LNG facility would entail risks associated with vapor clouds and fire due to a major accidental release of gas. The LNG port would constitute a navigational impediment and vessel traffic in the area would increase somewhat. Port structures and lighting would mar the visual aesthetics for recreationists and others boating in the area. Construction, vessel operation, and GBS placement would result in short-term, minor effects of the flow of marine waters and suspension of sea flood sediments. Flow disturbances, scour, and associated turbidity resulting from the presence of the GBSs and other structures would be long-term but localized and minor. Construction activities would also affect marine mammals, sea turtles, hard bottoms, submerged aquatic vegetation, algae colonies, birds, and sensitive species. LEGAL MANDATES: Deepwater Port Act of 1974 (22 U.S.C 1501-1524), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Maritime Transportation Security Act of 2002 (46 U.S.C. 701), Natural Gas Act (15 U.S.C. 717 f(c)), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0333D, Volume 30, Number 3. JF - EPA number: 060451, Final EIS--575 pages, Appendices (Volume II)--621 pages, Appendices (Volume III)--636 pages, October 27, 2006 PY - 2006 KW - Energy KW - Air Quality Assessments KW - Bays KW - Coastal Zones KW - Continental Shelves KW - Cultural Resources Surveys KW - Employment KW - Endangered Species (Animals) KW - Fish KW - Harbor Structures KW - Harbors KW - Marine Mammals KW - Natural Gas KW - Pipelines KW - Recreation Resources KW - Shellfish KW - Ships KW - Terminal Facilities KW - Visual Resources KW - Massachusetts KW - Massachusetts Bay KW - Deepwater Port Act of 1974, License Application KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Maritime Transportation Security Act of 2002, Compliance KW - Natural Gas Act, Certificates of Pubic Convenience and Necessity KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347543?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEPTUNE%2C+L.L.C.+LIQUEFIED+NATURAL+GAS+DEEPWATER+PORT+LICENSE+APPLICATION%2C+MASSACHUSETTS+BAY%2C+MASSACHUSETTS.&rft.title=NEPTUNE%2C+L.L.C.+LIQUEFIED+NATURAL+GAS+DEEPWATER+PORT+LICENSE+APPLICATION%2C+MASSACHUSETTS+BAY%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: October 27, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - NORTHEAST GATEWAY DEEPWATER PORT, MASSACHUSETTS BAY, MASSACHUSETTS. [Part 1 of 2] T2 - NORTHEAST GATEWAY DEEPWATER PORT, MASSACHUSETTS BAY, MASSACHUSETTS. AN - 756824381; 12307-060441_0001 AB - PURPOSE: The construction and operation of a deepwater port in Massachusetts Bay, 13 miles south-southeast of Gloucester, Massachusetts, are proposed to provide for a terminal facility for the importation of liquefied natural gas (LNG). At present, LNG meets 20 to 30 percent of natural gas demand in New England. Forecasts indicate that gas consumption in New England will continue to increase at an average annual growth rate of 1.4 percent for the next 22 years. As domestic supplies are static, the major increase in natural gas supply will have to come from LNG. The proposed port would lie within Continental Shelf Block 125 in water depths of 270 to 290 feet. The port would be capable of mooring special purpose LNG carriers, referred to as Energy Bridge Regasification Vessels, (EBRVs) with capacities of 4.9 million billion cubic feet (Bcf). The port would delivery between 150 and 175 Bcf or natural gas per year to the region. Fixed components of the port would include two submerged turret loading (STL) buoys, two flexible risers, two pipeline end manifolds, eight suction pile anchors, and two subsea flow lines, approximately 3,773 feet and 2,942 feet in length, that would connect to a new 16.1-mile-long pipeline lateral. The pipeline lateral would connect the port to the HubLine Pipeline at a location approximately three miles east of Marblehead Neck. Two EBRVs would be equipped to store, transport, and vaporize LNG and to odorize and meter natural gas. Vaporization would occur onboard the EBRVs using closed-loop shell-and-tube, recirculating heat exchangers heaved by steam from boil-off gas/vaporized LNG-fired boilers. Onshore meter stations in Salem and Weymouth, Massachusetts would be expanded as part of the project, and space would b rented in the existing office space for an onshore operations center for the port. In addition to the proposed action, this final EIS addresses a No Action Alternative and onshore versus offshore port alternatives, alternative terminal types, alternative port sites, alternative vaporization technologies, alternative anchoring methods, alternative pipeline routes, and alternative construction schedules. POSITIVE IMPACTS: The port and terminal facilities would provide for the increasing demand for natural gas in New England and could replace more expensive, less environmentally friendly oil-fired generators and heating units in some cases. The facilities would promote the development of oil and natural gas production on the outer continental shelf by affording an economic and safe means of transporting oil and natural gas to the mainland. Total combined construction employment would provide jobs for 679 workers, of which over 200 would be local hires. NEGATIVE IMPACTS: Port construction would disturb 43 acres of habitat for flow line installation, setting of the suction anchors, and placement of the pipeline end manifolds. Benthos, shellfish, finfish, and marine mammals and sea turtles could be affected by construction activities, and operation of the facility would increase the number of ships and, thereby, the risk of collisions with marine mammals and sea turtles. Five species of endangered sea turtles and six species of endangered whales occur in the areas. Essential habitat for 28 species of finfish, two species of squid, and three species of shellfish would be affected. Recreational fishing and marine visual aesthetics would be degraded somewhat. Construction activities would limit shipping in the area due to restriction of access. Construction- and operation-related emissions of nitrogen oxides could exceed federal air quality standards. LEGAL MANDATES: Deepwater Port Act of 1974 (22 U.S.C 1501-1524), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Maritime Transportation Security Act of 2002 (46 U.S.C. 701), Natural Gas Act (15 U.S.C. 717 f(c)), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0449D, Volume 30, Number 3. JF - EPA number: 060441, Final EIS--576 pages, Appendices (Volume II)--671 pages, Appendices (Volume III)--881 pages, October 26, 2006 PY - 2006 VL - 1 KW - Energy KW - Air Quality Standards Violations KW - Bays KW - Coastal Zones KW - Continental Shelves KW - Cultural Resources Assessments KW - Cultural Resources Surveys KW - Economic Assessments KW - Employment KW - Endangered Species (Animals) KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Harbors KW - Impact Assessment Methodology KW - Marine Mammals KW - Natural Gas KW - Pipelines KW - Recreation Resources KW - Safety Analyses KW - Sediment Assessments KW - Shellfish KW - Ships KW - Terminal Facilities KW - Visual Resources KW - Massachusetts KW - Massachusetts Bay KW - Deepwater Port Act of 1974, License Application KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Maritime Transportation Security Act of 2002, Compliance KW - Natural Gas Act, Certificates of Pubic Convenience and Necessity KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824381?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTHEAST+GATEWAY+DEEPWATER+PORT%2C+MASSACHUSETTS+BAY%2C+MASSACHUSETTS.&rft.title=NORTHEAST+GATEWAY+DEEPWATER+PORT%2C+MASSACHUSETTS+BAY%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: October 26, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTHEAST GATEWAY DEEPWATER PORT, MASSACHUSETTS BAY, MASSACHUSETTS. [Part 2 of 2] T2 - NORTHEAST GATEWAY DEEPWATER PORT, MASSACHUSETTS BAY, MASSACHUSETTS. AN - 756824366; 12307-060441_0002 AB - PURPOSE: The construction and operation of a deepwater port in Massachusetts Bay, 13 miles south-southeast of Gloucester, Massachusetts, are proposed to provide for a terminal facility for the importation of liquefied natural gas (LNG). At present, LNG meets 20 to 30 percent of natural gas demand in New England. Forecasts indicate that gas consumption in New England will continue to increase at an average annual growth rate of 1.4 percent for the next 22 years. As domestic supplies are static, the major increase in natural gas supply will have to come from LNG. The proposed port would lie within Continental Shelf Block 125 in water depths of 270 to 290 feet. The port would be capable of mooring special purpose LNG carriers, referred to as Energy Bridge Regasification Vessels, (EBRVs) with capacities of 4.9 million billion cubic feet (Bcf). The port would delivery between 150 and 175 Bcf or natural gas per year to the region. Fixed components of the port would include two submerged turret loading (STL) buoys, two flexible risers, two pipeline end manifolds, eight suction pile anchors, and two subsea flow lines, approximately 3,773 feet and 2,942 feet in length, that would connect to a new 16.1-mile-long pipeline lateral. The pipeline lateral would connect the port to the HubLine Pipeline at a location approximately three miles east of Marblehead Neck. Two EBRVs would be equipped to store, transport, and vaporize LNG and to odorize and meter natural gas. Vaporization would occur onboard the EBRVs using closed-loop shell-and-tube, recirculating heat exchangers heaved by steam from boil-off gas/vaporized LNG-fired boilers. Onshore meter stations in Salem and Weymouth, Massachusetts would be expanded as part of the project, and space would b rented in the existing office space for an onshore operations center for the port. In addition to the proposed action, this final EIS addresses a No Action Alternative and onshore versus offshore port alternatives, alternative terminal types, alternative port sites, alternative vaporization technologies, alternative anchoring methods, alternative pipeline routes, and alternative construction schedules. POSITIVE IMPACTS: The port and terminal facilities would provide for the increasing demand for natural gas in New England and could replace more expensive, less environmentally friendly oil-fired generators and heating units in some cases. The facilities would promote the development of oil and natural gas production on the outer continental shelf by affording an economic and safe means of transporting oil and natural gas to the mainland. Total combined construction employment would provide jobs for 679 workers, of which over 200 would be local hires. NEGATIVE IMPACTS: Port construction would disturb 43 acres of habitat for flow line installation, setting of the suction anchors, and placement of the pipeline end manifolds. Benthos, shellfish, finfish, and marine mammals and sea turtles could be affected by construction activities, and operation of the facility would increase the number of ships and, thereby, the risk of collisions with marine mammals and sea turtles. Five species of endangered sea turtles and six species of endangered whales occur in the areas. Essential habitat for 28 species of finfish, two species of squid, and three species of shellfish would be affected. Recreational fishing and marine visual aesthetics would be degraded somewhat. Construction activities would limit shipping in the area due to restriction of access. Construction- and operation-related emissions of nitrogen oxides could exceed federal air quality standards. LEGAL MANDATES: Deepwater Port Act of 1974 (22 U.S.C 1501-1524), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Maritime Transportation Security Act of 2002 (46 U.S.C. 701), Natural Gas Act (15 U.S.C. 717 f(c)), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0449D, Volume 30, Number 3. JF - EPA number: 060441, Final EIS--576 pages, Appendices (Volume II)--671 pages, Appendices (Volume III)--881 pages, October 26, 2006 PY - 2006 VL - 2 KW - Energy KW - Air Quality Standards Violations KW - Bays KW - Coastal Zones KW - Continental Shelves KW - Cultural Resources Assessments KW - Cultural Resources Surveys KW - Economic Assessments KW - Employment KW - Endangered Species (Animals) KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Harbors KW - Impact Assessment Methodology KW - Marine Mammals KW - Natural Gas KW - Pipelines KW - Recreation Resources KW - Safety Analyses KW - Sediment Assessments KW - Shellfish KW - Ships KW - Terminal Facilities KW - Visual Resources KW - Massachusetts KW - Massachusetts Bay KW - Deepwater Port Act of 1974, License Application KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Maritime Transportation Security Act of 2002, Compliance KW - Natural Gas Act, Certificates of Pubic Convenience and Necessity KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824366?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTHEAST+GATEWAY+DEEPWATER+PORT%2C+MASSACHUSETTS+BAY%2C+MASSACHUSETTS.&rft.title=NORTHEAST+GATEWAY+DEEPWATER+PORT%2C+MASSACHUSETTS+BAY%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: October 26, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTHEAST GATEWAY DEEPWATER PORT, MASSACHUSETTS BAY, MASSACHUSETTS. AN - 36342707; 12307 AB - PURPOSE: The construction and operation of a deepwater port in Massachusetts Bay, 13 miles south-southeast of Gloucester, Massachusetts, are proposed to provide for a terminal facility for the importation of liquefied natural gas (LNG). At present, LNG meets 20 to 30 percent of natural gas demand in New England. Forecasts indicate that gas consumption in New England will continue to increase at an average annual growth rate of 1.4 percent for the next 22 years. As domestic supplies are static, the major increase in natural gas supply will have to come from LNG. The proposed port would lie within Continental Shelf Block 125 in water depths of 270 to 290 feet. The port would be capable of mooring special purpose LNG carriers, referred to as Energy Bridge Regasification Vessels, (EBRVs) with capacities of 4.9 million billion cubic feet (Bcf). The port would delivery between 150 and 175 Bcf or natural gas per year to the region. Fixed components of the port would include two submerged turret loading (STL) buoys, two flexible risers, two pipeline end manifolds, eight suction pile anchors, and two subsea flow lines, approximately 3,773 feet and 2,942 feet in length, that would connect to a new 16.1-mile-long pipeline lateral. The pipeline lateral would connect the port to the HubLine Pipeline at a location approximately three miles east of Marblehead Neck. Two EBRVs would be equipped to store, transport, and vaporize LNG and to odorize and meter natural gas. Vaporization would occur onboard the EBRVs using closed-loop shell-and-tube, recirculating heat exchangers heaved by steam from boil-off gas/vaporized LNG-fired boilers. Onshore meter stations in Salem and Weymouth, Massachusetts would be expanded as part of the project, and space would b rented in the existing office space for an onshore operations center for the port. In addition to the proposed action, this final EIS addresses a No Action Alternative and onshore versus offshore port alternatives, alternative terminal types, alternative port sites, alternative vaporization technologies, alternative anchoring methods, alternative pipeline routes, and alternative construction schedules. POSITIVE IMPACTS: The port and terminal facilities would provide for the increasing demand for natural gas in New England and could replace more expensive, less environmentally friendly oil-fired generators and heating units in some cases. The facilities would promote the development of oil and natural gas production on the outer continental shelf by affording an economic and safe means of transporting oil and natural gas to the mainland. Total combined construction employment would provide jobs for 679 workers, of which over 200 would be local hires. NEGATIVE IMPACTS: Port construction would disturb 43 acres of habitat for flow line installation, setting of the suction anchors, and placement of the pipeline end manifolds. Benthos, shellfish, finfish, and marine mammals and sea turtles could be affected by construction activities, and operation of the facility would increase the number of ships and, thereby, the risk of collisions with marine mammals and sea turtles. Five species of endangered sea turtles and six species of endangered whales occur in the areas. Essential habitat for 28 species of finfish, two species of squid, and three species of shellfish would be affected. Recreational fishing and marine visual aesthetics would be degraded somewhat. Construction activities would limit shipping in the area due to restriction of access. Construction- and operation-related emissions of nitrogen oxides could exceed federal air quality standards. LEGAL MANDATES: Deepwater Port Act of 1974 (22 U.S.C 1501-1524), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Maritime Transportation Security Act of 2002 (46 U.S.C. 701), Natural Gas Act (15 U.S.C. 717 f(c)), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0449D, Volume 30, Number 3. JF - EPA number: 060441, Final EIS--576 pages, Appendices (Volume II)--671 pages, Appendices (Volume III)--881 pages, October 26, 2006 PY - 2006 KW - Energy KW - Air Quality Standards Violations KW - Bays KW - Coastal Zones KW - Continental Shelves KW - Cultural Resources Assessments KW - Cultural Resources Surveys KW - Economic Assessments KW - Employment KW - Endangered Species (Animals) KW - Fish KW - Fisheries Surveys KW - Harbor Structures KW - Harbors KW - Impact Assessment Methodology KW - Marine Mammals KW - Natural Gas KW - Pipelines KW - Recreation Resources KW - Safety Analyses KW - Sediment Assessments KW - Shellfish KW - Ships KW - Terminal Facilities KW - Visual Resources KW - Massachusetts KW - Massachusetts Bay KW - Deepwater Port Act of 1974, License Application KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Maritime Transportation Security Act of 2002, Compliance KW - Natural Gas Act, Certificates of Pubic Convenience and Necessity KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342707?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTHEAST+GATEWAY+DEEPWATER+PORT%2C+MASSACHUSETTS+BAY%2C+MASSACHUSETTS.&rft.title=NORTHEAST+GATEWAY+DEEPWATER+PORT%2C+MASSACHUSETTS+BAY%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: October 26, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - PORT OF IBERIA, LOUISIANA. AN - 36342051; 12312 AB - PURPOSE: The deepening of existing navigation channels between the Port of Iberia (POI) and the Gulf of Mexico in Louisiana is proposed. The study area is bounded by the cities of Lafayette and New Iberia to the north, the Atchafalaya River to the east, the Vermilion River and the Freshwater Bayou to the west, and the Weeks Bay/Vermillion Bay complex and the Gulf of Mexico to the south. Major communities in the study areas include New Iberia, Lafayette, Jeanerette, Franklin, Abbeville, and numerous smaller communities. The Freshwater Bayou alignment incorporates four existing channels, namely, the Commercial Canal, west on the Gulf Intracoastal Waterway, and then south along the Freshwater Bayou to the Gulf. An August 2002 reconnaissance report recommended the deepening of the Commercial Canal, portions of the Gulf Intracoastal Waterway, and Freshwater Bayou from an average depth of 12 feet below mean lower low water (MLLW) to a depth of 20 feet below MLLW from the POI to the Gulf of Mexico. The limits of the proposed project extend into Vermillion Parish, which is beyond the jurisdiction of the POI, hence, the Louisiana Department of Transportation and Development agreed to act as the non-federal sponsor for construction of the project. Alternative channel depths under consideration in this final EIS are 16, 18, and 20 feet below MLLW. As the shallower depths of 16 and 18 feet below MLLW would not accommodate the larger vessels required to transport deepwater topsides and jackets. Moreover, some vessels would be restricted to one-way traffic in their use of the modified channel. Channel width under the 20-foot proposed action would be 150 feet. Cost of initial construction is estimated at $163.3 million, while the average annual operation and maintenance costs are estimated at $1.8 million. The overall benefit-cost ratio is positive. POSITIVE IMPACTS: The project would improve navigational access from the POI to the Gulf of Mexico, improve and maintain the current state of the affected environmental resources, and minimize any future marsh degradation. Dredge material would be used beneficially to restore bank lines and create marsh habitat. Operation and maintenance cost savings would be significant. Dredged material would also be used to nourish beaches, improving littoral hydrology along a number of shore lines. NEGATIVE IMPACTS: Approximately 501 acres of marsh would be converted to upland. The project would also affect 131 acres of freshwater marsh, 2,618 acres of intermediate marsh, 445 acres of brackish marsh, and 3,197 acres of shallow open water. Dredging and disposal activities would temporarily degrade essential fish habitat. Benthic habitat would be destroyed by dredging and disposal operations LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Water Resources Development Act of 2000 (P.L. 106-541). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0703D, Volume 29, Number 4. JF - EPA number: 060446, Volume 1--196 pages and maps, Volume 2--92 pages, Volume 3--103 pages, Volume 4(1)--761 pages, Volume 4(2)--97 pages (oversize), Volume 5--31 pages, Volume 6--331 pages, October 26, 2006 PY - 2006 KW - Water KW - Bank Protection KW - Beaches KW - Channels KW - Disposal KW - Dredging KW - Economic Assessments KW - Fish KW - Hydrology KW - Navigation KW - Rivers KW - Shores KW - Waterways KW - Wetlands KW - Wildlife Habitat KW - Freshwater Bayou KW - Gulf Intracoastal Waterway KW - Gulf of Mexico KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Water Resources Development Act of 2000, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342051?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-26&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 the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: October 26, 2006 N1 - Last updated - 2014-01-30 ER - TY - CPAPER T1 - Stratigraphy of a Campanian Fossil Angiosperm Floral Assemblage from the New Jersey Coastal Plain T2 - 2006 Annual Meeting and Exposition of the Geological Society of America (GSA 2006) AN - 40313984; 4404371 JF - 2006 Annual Meeting and Exposition of the Geological Society of America (GSA 2006) AU - Hanczaryk, Paul A AU - Gallagher, William B AU - Pekar, Stephen F Y1 - 2006/10/22/ PY - 2006 DA - 2006 Oct 22 KW - USA, New Jersey KW - Angiosperms KW - Fossils KW - Biostratigraphy KW - U 5500:Geoscience UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40313984?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2006+Annual+Meeting+and+Exposition+of+the+Geological+Society+of+America+%28GSA+2006%29&rft.atitle=Stratigraphy+of+a+Campanian+Fossil+Angiosperm+Floral+Assemblage+from+the+New+Jersey+Coastal+Plain&rft.au=Hanczaryk%2C+Paul+A%3BGallagher%2C+William+B%3BPekar%2C+Stephen+F&rft.aulast=Hanczaryk&rft.aufirst=Paul&rft.date=2006-10-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2006+Annual+Meeting+and+Exposition+of+the+Geological+Society+of+America+%28GSA+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://gsa.confex.com/gsa/2006AM/finalprogram/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-27 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Eocene and Younger Faulting within the Southeastern Margin of the Reelfoot Rift T2 - 2006 Annual Meeting and Exposition of the Geological Society of America (GSA 2006) AN - 40312496; 4403834 JF - 2006 Annual Meeting and Exposition of the Geological Society of America (GSA 2006) AU - Martin, Richard V AU - Van Arsdale, Roy Y1 - 2006/10/22/ PY - 2006 DA - 2006 Oct 22 KW - Geology KW - Structural geology KW - U 5500:Geoscience UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40312496?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2006+Annual+Meeting+and+Exposition+of+the+Geological+Society+of+America+%28GSA+2006%29&rft.atitle=Eocene+and+Younger+Faulting+within+the+Southeastern+Margin+of+the+Reelfoot+Rift&rft.au=Martin%2C+Richard+V%3BVan+Arsdale%2C+Roy&rft.aulast=Martin&rft.aufirst=Richard&rft.date=2006-10-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2006+Annual+Meeting+and+Exposition+of+the+Geological+Society+of+America+%28GSA+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://gsa.confex.com/gsa/2006AM/finalprogram/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-27 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MARCH 2005). AN - 36342392; 12302 AB - PURPOSE: The construction of approximately 12 miles of highway within the US 31 corridor from a point two miles south of State Road (SR) 26to a point one mile north of US 35 northern junction (County Road 450 North) in Howard County, Indiana is proposed. The corridor traverses the city of Kokomo and Center Township as well as portions of the Clay, Howard, Taylor, and Harrison townships. One mile of the corridor would extend into the Prairie and Liberty townships in northern Tipton County. This segment of US 31 is considered to have independent utility because both roadway characteristics and regional traffic patterns change outside the project limits. US 31 is also designated as a statewide mobility corridor from Indianapolis (I-465 north leg) to south Bend (US 20), a distance of 122 miles and is classified as part of the National Highway System and the National Truck Network. Currently, the corridor includes a four-land divided roadway classified as an urban principal arterial, with partial access control. US 31 includes 15 signalized intersections and 140 minor cross-street and private property access points. All signalized intersections operate at or above level of service C during the morning peak hour, while 13 of these intersections operate at level of service D during the evening peak hour. Traffic volumes are expected to increase 28 percent over he next 27 years. Eight alternatives, including a No Action Alternative (Alternative A) and seven alignment alternatives, were considered in this draft EIS of March 2005. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, were considered in detail. The alignments would extend from 12.5 to 14 miles, and include five or six interchanges to provide controlled access. Depending on the alternative considered, estimated cost of the project ranged from $224 million to $252 million. This draft supplement to the draft EIS introduces a new alternative (Alternative J-Modified). Alternative J Modified introduces several design changes, including a shift of the middle segment of the alignment, the addition of a new interchange, and geometric improvements to another intersection. POSITIVE IMPACTS: The build alternatives would improve flow, reduce congestion, and enhance safety through the existing US 31 corridor and on a new eastern bypass. Levels of service along the proposed mainline facilities would range from A to B. Intersections of interchange ramp junctions and cross-streets would operate at an A to B level of service for each build alternative in the year 2030. NEGATIVE IMPACTS: Rights-of-way requirements would displace 4.4 to 33 acres of commercial and 80.4 to 128 acres of residential land, 561.6 to 723 acres of agricultural land, 561.6 to 881.9 acres of prime farmland soils, including agricultural soils of statewide importance, 15.8 to 20.4 acres of forested land, 2.9 to 7.8 acres of wetlands, 0.2 to 0.3 acres of open water, 4.8 to 8.6 acres of floodways, 13.1 to 16.7 acres within three to four 100-year floodplains, 58 to 142 residences, six to 16 commercial uses, up to four offices and two religious facilities, one historic site, possibly one archaeological site, 120.3 to 181.9 acres of land with a medium probably of containing further archaeological resources, and 27.2 to 40.4 acres of land with a high probability of containing archaeological resources. From 4,500 to 7.969 linear feet of stream would be displaced. The highway would traverse eight to 10 major utility lines. Traffic-generated noise levels would exceed federal standards at up to two sensitive sites, though the No Action Alternative would similarly affect 99 such sites. Construction workers would encounter two to five hazardous materials sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0630D, Volume 29, Number 4. JF - EPA number: 060436, 97 pages and maps, CD-ROM, October 19, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-IN-EIS-05-01-DS KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Floodways KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Indiana 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/36342392?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+31+KOKOMO+CORRIDOR+PROJECT%2C+HOWARD+AND+TIPTON+COUNTIES%2C+INDIANA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+2005%29.&rft.title=US+31+KOKOMO+CORRIDOR+PROJECT%2C+HOWARD+AND+TIPTON+COUNTIES%2C+INDIANA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+2005%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Draft. Preparation date: October 19, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - TONGUE RIVER RAILROAD COMPANY, INC. - CONSTRUCTION AND OPERATION - WESTERN ALIGNMENT, TONGUE RIVER III, ROSEBUD AND BIG HORN COUNTIES, MONTANA (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENTS OF 1986 AND APRIL 1996). AN - 36349107; 12295 AB - PURPOSE: The issuance of a permit by the Surface Transportation Board (Board) for the construction and operation of 17.3 miles of rail line, to be known as the Western Alignment or Tongue River III, in Rosebud and Big Horn counties, Montana is proposed. The applicant (Tongue River Railroad Company, Inc.) previously submitted two related applications that were considered and approved by the Interstate Commerce Commission, the Board's predecessor, in 1986 and 1996, known as Tongue River I and II, respectively, involving the construction and operation of rail lines in Custer, Big Horn, Powder River, and Rosebud counties; . The Western Alignment is an alternative route for the southernmost portion of the 41-mile Ashland-to-Decker alignment approved under Tongue River II and known as the Four Mile Alternative. The overall purpose of all the Tongue River rail projects is to transport coal from mines in the Powder River basin and the Tongue River Valley to markets in the Midwest and Northeast. The Board has conducted a thorough and comprehensive analysis of all potential environmental impacts associated with construction and operation of the proposed Western Alignment, the results of which are contained in this final supplement to the final EISs of 1986 and April 1996. As part of the analysis, this supplement compares potential impacts of the Western Alignment to those of the previously approved Four Mile Creek Alternative considered in the 1996 final EIS. Furthermore, in this supplement, the applicant's proposed refinements to the alignment previously approved by the 1986 and 1996 reviews. It has been determined that both the proposed Western Alignment and the proposed Four Mile Creek Alignment are environmentally acceptable routes and that proposed refinements to alignments previously approved for Tongue River I and II would not result n any new significant impacts. POSITIVE IMPACTS: By transporting coal from the Powder River basin and Tongue River Valley to the national railway system, the new rail lines would ensure a continued supply of coal to electrical power generation interests in the Midwest and Northeast. The reliability, security, and longevity of the U.S. coal supply system would be bolstered and the nation's dependence on foreign sources of energy, particularly oil, would be lessened. Either of the routes considered acceptable, as either could operate safely and both avoid the sensitive Tongue River Canyon. The Western Alignment would offer certain operational efficiencies and concomitant environmental benefits due to its more favorable grade. NEGATIVE IMPACTS: The Western Alignment would displace 672 acres of new rights-of-way, affecting 13 landowners, 42 non-perennial stream crossings, 1.69 acres of wetlands, habitat for three endangered species, and nine cultural and paleontological resource sites. In addition, the project would require 17.3 million cubic yards of excavation, result in 18,300 to 28,700 tons of erosion per year during construction, increase sediment loads in the Tongue River by 6,770 to 10,600 tons per year, and require one new river bridge crossing. The Four Mile Creek Alignment would displace 765 acres of new rights-of-way, affecting 15 landowners (including two homeowners to be displaced), 40 non-perennial stream crossings, 6.09 acres of wetlands, habitat for three endangered species, and six cultural and paleontological resource sites. In addition, the project would require 10.3 million cubic yards of excavation, result in 14,600 to 23,800 tons of erosion per year during construction, increase sediment loads in the Tongue River by 3,650 to 6,000 tons per year, and require one new river bridge crossing. LEGAL MANDATES: American Indian Religious Freedom Act of 1978, Interstate Commerce Act (49 U.S.C. Sec 10901), 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, see 05-0235D, Volume 29, Number 2. For the abstracts of the draft, draft supplement, and final EIS on the 1996 Tongue River II rail line, see 92-0314D, Volume 16, Number 4, 94-0124D, Volume 18, Number 2, and 96-0174F, Volume 20, Number 2, respectively. JF - EPA number: 060428, Final EIS-465 pages, Final EIS Appendices--612 pages, Draft EIS--444 pages, Draft EIS Appendices--581 pages, October 13, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: STB 37356 KW - Biologic Assessments KW - Bridges KW - Coal KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Erosion KW - Paleontological Sites KW - Railroad Structures KW - Railroads KW - Relocations-Property Acquisitions KW - Rivers KW - Sediment KW - Streams KW - Transportation KW - Wetlands KW - Montana KW - American Indian Religious Freedom Act of 1978, Compliance KW - Interstate Commerce Act, Compliance 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/36349107?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TONGUE+RIVER+RAILROAD+COMPANY%2C+INC.+-+CONSTRUCTION+AND+OPERATION+-+WESTERN+ALIGNMENT%2C+TONGUE+RIVER+III%2C+ROSEBUD+AND+BIG+HORN+COUNTIES%2C+MONTANA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENTS+OF+1986+AND+APRIL+1996%29.&rft.title=TONGUE+RIVER+RAILROAD+COMPANY%2C+INC.+-+CONSTRUCTION+AND+OPERATION+-+WESTERN+ALIGNMENT%2C+TONGUE+RIVER+III%2C+ROSEBUD+AND+BIG+HORN+COUNTIES%2C+MONTANA+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENTS+OF+1986+AND+APRIL+1996%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Surface Transportation Board, Washington, District of Columbia N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: October 13, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - EAGLE BUTTE WEST COAL LEASE APPLICATION (WYW155132), WYOMING POWDER RIVER BASIN. AN - 36348903; 12297 AB - PURPOSE: The leasing by application of the Eagle Butte West Tract, a tract of federal coal estate in the Wyoming Power River Basin is proposed by RAG Coal West, Inc. The 1,397.64-acre tract, which contains approximately 238 million tons of in-place federal coal, lies adjacent to an existing surface coal mine in Campbell County. Fountain Coal West, the operator of the adjacent Eagle Butte Mine, proposes to mine the tract as a maintenance lease for the existing mine. At Eagle Butte Mine, there are two mineable coal seams, which are locally referred to as the Roland (upper) seam and the Smith (lower) seam. The seams are separated by a shale parting of variable thickness. The mineable seams are referred to as the Anderson and Canyon, Wyodak-Anderson, and Wyodak coal beds at other mines in the eastern Powder River Basin. Mining would remove an average of 325 feet of overburden, eight feet of inter-burden, and 110 feet of coal. The mine would produce 25 million tons per year, extending the life of the existing mine by eight to nine years, depending upon whether Highway 14-16, which overlays a portion of the tract, is moved away from the tract. The mine life would extend 12 years. In addition to the preferred action, this drat EIS addresses a No Action Alternative (Alternative 2) and an alternative tract which encompasses the proposed tract but includes an additional 974.91 acres located north and south of the tract. POSITIVE IMPACTS: Coal produced by the mine would be added to domestic reserves, redu8cing the country's dependence on foreign sources of hydrocarbon fuels for the generation of electricity. Mining activities would employ 223 workers. Royalty payments for the tract would increase federal revenues by $188 million to $382 million, depending on the alternative selected. The potential additional revenue to the state of Wyoming would range from $267 million to $500 million NEGATIVE IMPACTS: The existing topography of the tract would be substantially altered during mining. Following reclamation, the average surface elevation would be lower due to coal removal. The reclaimed land surface would contain fewer and gentler topographic features, potentially resulting in a reduction in habitat diversity and wildlife carrying capacity. The geologic structure at the site would be subject to considerable permanent change. Coal-bed natural gas wells would be precluded in the area during mining and gas resources not tapped prior to mining would be vented into the atmosphere and, hence, lost to exploitation. Mining would disturb the coal aquifer and the aquifers in the overburden, and mining operations would require drawdown of the area aquifer. The two creeks that drain the site would have to be rerouted during mining. Approximately 37.5 acres of wetlands would be lost to mining. Lease development would also displace pasture and sagebrush grassland, the latter requiring 20 to 100 years to restore. Habitat for terrestrial vegetation and wildlife and birds, including the federally protected Ute ladies'-tresses orchid, bald eagle, and black-footed ferret would be destroyed. Noise and air pollutant emissions would affect occupied dwellings, businesses, the Rawhide School, and an area airport located in the vicinity. LEGAL MANDATES: Federal Coal Leasing Act Amendment of 1976, Federal Land Policy and Management Act of 1976 (43 U.S.C. 1701 et seq.), Mineral Leasing Act of 1920 (P.L. 94-377), Multiple Use Sustained Yield Act of 1960 (16 U.S.C. 528 et seq.), and Surface Mining Control and Reclamation Act of 1977 (30 U.S.C. 1201 et seq.). JF - EPA number: 060430, pages. 528 pages, October 13, 2006 PY - 2006 EP - ages. 528 pages, October 13 KW - Energy KW - Agency number: DES 06-43 KW - Air Quality KW - Biologic Assessments KW - Birds KW - Coal KW - Creeks KW - Employment KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Geologic Sites KW - Mineral Resources KW - Mineral Resources Management KW - Mines KW - Mining KW - Natural Gas KW - Noise KW - Ranges KW - Vegetation KW - Wetlands KW - Water Quality KW - Wildlife Habitat KW - Wildlife Surveys KW - Wyoming KW - Federal Land Policy and Management Act of 1976, Compliance KW - Mineral Leasing Act of 1920, Compliance KW - Multiple Use Sustained Yield Act of 1960, Compliance KW - Surface Mining Control and Reclamation Act of 1977, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36348903?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-13&rft.volume=&rft.issue=&rft.spage=ages.+528+pages&rft.isbn=&rft.btitle=EAGLE+BUTTE+WEST+COAL+LEASE+APPLICATION+%28WYW155132%29%2C+WYOMING+POWDER+RIVER+BASIN.&rft.title=EAGLE+BUTTE+WEST+COAL+LEASE+APPLICATION+%28WYW155132%29%2C+WYOMING+POWDER+RIVER+BASIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, Bureau of Land Management, Cheyenne, Wyoming; DOI N1 - Date revised - 2007-05-08 N1 - SuppNotes - Draft. Preparation date: October 13, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - I-49 SOUTH, WAX LAKE OUTLET TO BERWICK, ROUTE US 90, ST. MARY'S PARISH, LOUISIANA. [Part 4 of 5] T2 - I-49 SOUTH, WAX LAKE OUTLET TO BERWICK, ROUTE US 90, ST. MARY'S PARISH, LOUISIANA. AN - 756824657; 12289-060422_0004 AB - PURPOSE: The upgrading of US 90 to a four-lane controlled access freeway meeting interstate standards from Wax Lake Outlet to Berwick in St. Mary Parish, Louisiana is proposed. US 90 is an integral component of the federal highway network, serving as an element in the National Highway System. US 90 serves an important road in linking local and regional transportation networks. The portion of US 90 in the project area, which was designed and constructed as an urban highway, does not provide the geometry or infrastructure to accommodate local and regional transportation demand adequately, and future traffic increase will further degrade transportation along this stretch of the highway. The upgraded highway would be a segment of Interstate 49 (I-49) South that would extend from Wax Lake Outlet to the approach to the bridge over the Lower Atchafalaya River and an intersection with Louisiana (LA) 182 in the town of Berwick, a distance of 9.3 miles. The improvements would occur along the existing alignment. Depending on the location, frontage roads would be provided utilizing either one-way or two-way road systems. A new two-lane bridge from be provided across Wax Lake Outlet and a ramp overpass would connect Catherine Street with Waveland Drive. Proceeding west to east, interchanges would be provided with LA 183 Access Road East, Red Cypress Road, Tiffany Street/Liparo Street. Southwest Boulevard, and Berwick South Road/Thorguson Road. Cost of the project is estimated at $293.5 million in 2006 dollars. POSITIVE IMPACTS: The upgraded facility would provide a boost to planning to implement major transportation system linkage improvements for a substantial portion of the state's population and economy, consistent with federal, state, and local planning efforts. A critical corridor for hurricane evacuation would be improved. Safety and efficiency on US 90 would be enhanced significantly. NEGATIVE IMPACTS: Development of 13.2 acres of newly acquired rights-of-way would involve displacement of a parcel currently partially occupied by a fenced equipment storage yard operated by the Burlington Northern Santa Fe Railroad. In addition, the project would displace 18.02 acres of wetlands, including 4.37 acres of vegetated wet ditches, 9.62 acres of forested wetlands, and 4.03 acres of scrub/shrub wetlands. Traffic-generated noise levels in the year 2030 would exceed federal standards in the vicinity of 174 residences. The project would affect Idlewild Plantation House, which is listed in the National Register of Historic Places. 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 06-0277D, Volume 30, Number 2. JF - EPA number: 060422, 387 pages and maps, October 12, 2006 PY - 2006 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-06-01-F KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Vegetation KW - Wetlands KW - Louisiana 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/756824657?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+WAX+LAKE+OUTLET+TO+BERWICK%2C+ROUTE+US+90%2C+ST.+MARY%27S+PARISH%2C+LOUISIANA.&rft.title=I-49+SOUTH%2C+WAX+LAKE+OUTLET+TO+BERWICK%2C+ROUTE+US+90%2C+ST.+MARY%27S+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: October 12, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-49 SOUTH, WAX LAKE OUTLET TO BERWICK, ROUTE US 90, ST. MARY'S PARISH, LOUISIANA. [Part 3 of 5] T2 - I-49 SOUTH, WAX LAKE OUTLET TO BERWICK, ROUTE US 90, ST. MARY'S PARISH, LOUISIANA. AN - 756824645; 12289-060422_0003 AB - PURPOSE: The upgrading of US 90 to a four-lane controlled access freeway meeting interstate standards from Wax Lake Outlet to Berwick in St. Mary Parish, Louisiana is proposed. US 90 is an integral component of the federal highway network, serving as an element in the National Highway System. US 90 serves an important road in linking local and regional transportation networks. The portion of US 90 in the project area, which was designed and constructed as an urban highway, does not provide the geometry or infrastructure to accommodate local and regional transportation demand adequately, and future traffic increase will further degrade transportation along this stretch of the highway. The upgraded highway would be a segment of Interstate 49 (I-49) South that would extend from Wax Lake Outlet to the approach to the bridge over the Lower Atchafalaya River and an intersection with Louisiana (LA) 182 in the town of Berwick, a distance of 9.3 miles. The improvements would occur along the existing alignment. Depending on the location, frontage roads would be provided utilizing either one-way or two-way road systems. A new two-lane bridge from be provided across Wax Lake Outlet and a ramp overpass would connect Catherine Street with Waveland Drive. Proceeding west to east, interchanges would be provided with LA 183 Access Road East, Red Cypress Road, Tiffany Street/Liparo Street. Southwest Boulevard, and Berwick South Road/Thorguson Road. Cost of the project is estimated at $293.5 million in 2006 dollars. POSITIVE IMPACTS: The upgraded facility would provide a boost to planning to implement major transportation system linkage improvements for a substantial portion of the state's population and economy, consistent with federal, state, and local planning efforts. A critical corridor for hurricane evacuation would be improved. Safety and efficiency on US 90 would be enhanced significantly. NEGATIVE IMPACTS: Development of 13.2 acres of newly acquired rights-of-way would involve displacement of a parcel currently partially occupied by a fenced equipment storage yard operated by the Burlington Northern Santa Fe Railroad. In addition, the project would displace 18.02 acres of wetlands, including 4.37 acres of vegetated wet ditches, 9.62 acres of forested wetlands, and 4.03 acres of scrub/shrub wetlands. Traffic-generated noise levels in the year 2030 would exceed federal standards in the vicinity of 174 residences. The project would affect Idlewild Plantation House, which is listed in the National Register of Historic Places. 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 06-0277D, Volume 30, Number 2. JF - EPA number: 060422, 387 pages and maps, October 12, 2006 PY - 2006 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-06-01-F KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Vegetation KW - Wetlands KW - Louisiana 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/756824645?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+WAX+LAKE+OUTLET+TO+BERWICK%2C+ROUTE+US+90%2C+ST.+MARY%27S+PARISH%2C+LOUISIANA.&rft.title=I-49+SOUTH%2C+WAX+LAKE+OUTLET+TO+BERWICK%2C+ROUTE+US+90%2C+ST.+MARY%27S+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: October 12, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-49 SOUTH, WAX LAKE OUTLET TO BERWICK, ROUTE US 90, ST. MARY'S PARISH, LOUISIANA. [Part 2 of 5] T2 - I-49 SOUTH, WAX LAKE OUTLET TO BERWICK, ROUTE US 90, ST. MARY'S PARISH, LOUISIANA. AN - 756824639; 12289-060422_0002 AB - PURPOSE: The upgrading of US 90 to a four-lane controlled access freeway meeting interstate standards from Wax Lake Outlet to Berwick in St. Mary Parish, Louisiana is proposed. US 90 is an integral component of the federal highway network, serving as an element in the National Highway System. US 90 serves an important road in linking local and regional transportation networks. The portion of US 90 in the project area, which was designed and constructed as an urban highway, does not provide the geometry or infrastructure to accommodate local and regional transportation demand adequately, and future traffic increase will further degrade transportation along this stretch of the highway. The upgraded highway would be a segment of Interstate 49 (I-49) South that would extend from Wax Lake Outlet to the approach to the bridge over the Lower Atchafalaya River and an intersection with Louisiana (LA) 182 in the town of Berwick, a distance of 9.3 miles. The improvements would occur along the existing alignment. Depending on the location, frontage roads would be provided utilizing either one-way or two-way road systems. A new two-lane bridge from be provided across Wax Lake Outlet and a ramp overpass would connect Catherine Street with Waveland Drive. Proceeding west to east, interchanges would be provided with LA 183 Access Road East, Red Cypress Road, Tiffany Street/Liparo Street. Southwest Boulevard, and Berwick South Road/Thorguson Road. Cost of the project is estimated at $293.5 million in 2006 dollars. POSITIVE IMPACTS: The upgraded facility would provide a boost to planning to implement major transportation system linkage improvements for a substantial portion of the state's population and economy, consistent with federal, state, and local planning efforts. A critical corridor for hurricane evacuation would be improved. Safety and efficiency on US 90 would be enhanced significantly. NEGATIVE IMPACTS: Development of 13.2 acres of newly acquired rights-of-way would involve displacement of a parcel currently partially occupied by a fenced equipment storage yard operated by the Burlington Northern Santa Fe Railroad. In addition, the project would displace 18.02 acres of wetlands, including 4.37 acres of vegetated wet ditches, 9.62 acres of forested wetlands, and 4.03 acres of scrub/shrub wetlands. Traffic-generated noise levels in the year 2030 would exceed federal standards in the vicinity of 174 residences. The project would affect Idlewild Plantation House, which is listed in the National Register of Historic Places. 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 06-0277D, Volume 30, Number 2. JF - EPA number: 060422, 387 pages and maps, October 12, 2006 PY - 2006 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-06-01-F KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Vegetation KW - Wetlands KW - Louisiana 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/756824639?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+WAX+LAKE+OUTLET+TO+BERWICK%2C+ROUTE+US+90%2C+ST.+MARY%27S+PARISH%2C+LOUISIANA.&rft.title=I-49+SOUTH%2C+WAX+LAKE+OUTLET+TO+BERWICK%2C+ROUTE+US+90%2C+ST.+MARY%27S+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: October 12, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-49 SOUTH, WAX LAKE OUTLET TO BERWICK, ROUTE US 90, ST. MARY'S PARISH, LOUISIANA. [Part 1 of 5] T2 - I-49 SOUTH, WAX LAKE OUTLET TO BERWICK, ROUTE US 90, ST. MARY'S PARISH, LOUISIANA. AN - 756824627; 12289-060422_0001 AB - PURPOSE: The upgrading of US 90 to a four-lane controlled access freeway meeting interstate standards from Wax Lake Outlet to Berwick in St. Mary Parish, Louisiana is proposed. US 90 is an integral component of the federal highway network, serving as an element in the National Highway System. US 90 serves an important road in linking local and regional transportation networks. The portion of US 90 in the project area, which was designed and constructed as an urban highway, does not provide the geometry or infrastructure to accommodate local and regional transportation demand adequately, and future traffic increase will further degrade transportation along this stretch of the highway. The upgraded highway would be a segment of Interstate 49 (I-49) South that would extend from Wax Lake Outlet to the approach to the bridge over the Lower Atchafalaya River and an intersection with Louisiana (LA) 182 in the town of Berwick, a distance of 9.3 miles. The improvements would occur along the existing alignment. Depending on the location, frontage roads would be provided utilizing either one-way or two-way road systems. A new two-lane bridge from be provided across Wax Lake Outlet and a ramp overpass would connect Catherine Street with Waveland Drive. Proceeding west to east, interchanges would be provided with LA 183 Access Road East, Red Cypress Road, Tiffany Street/Liparo Street. Southwest Boulevard, and Berwick South Road/Thorguson Road. Cost of the project is estimated at $293.5 million in 2006 dollars. POSITIVE IMPACTS: The upgraded facility would provide a boost to planning to implement major transportation system linkage improvements for a substantial portion of the state's population and economy, consistent with federal, state, and local planning efforts. A critical corridor for hurricane evacuation would be improved. Safety and efficiency on US 90 would be enhanced significantly. NEGATIVE IMPACTS: Development of 13.2 acres of newly acquired rights-of-way would involve displacement of a parcel currently partially occupied by a fenced equipment storage yard operated by the Burlington Northern Santa Fe Railroad. In addition, the project would displace 18.02 acres of wetlands, including 4.37 acres of vegetated wet ditches, 9.62 acres of forested wetlands, and 4.03 acres of scrub/shrub wetlands. Traffic-generated noise levels in the year 2030 would exceed federal standards in the vicinity of 174 residences. The project would affect Idlewild Plantation House, which is listed in the National Register of Historic Places. 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 06-0277D, Volume 30, Number 2. JF - EPA number: 060422, 387 pages and maps, October 12, 2006 PY - 2006 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-06-01-F KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Vegetation KW - Wetlands KW - Louisiana 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/756824627?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+WAX+LAKE+OUTLET+TO+BERWICK%2C+ROUTE+US+90%2C+ST.+MARY%27S+PARISH%2C+LOUISIANA.&rft.title=I-49+SOUTH%2C+WAX+LAKE+OUTLET+TO+BERWICK%2C+ROUTE+US+90%2C+ST.+MARY%27S+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: October 12, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-49 SOUTH, WAX LAKE OUTLET TO BERWICK, ROUTE US 90, ST. MARY'S PARISH, LOUISIANA. [Part 5 of 5] T2 - I-49 SOUTH, WAX LAKE OUTLET TO BERWICK, ROUTE US 90, ST. MARY'S PARISH, LOUISIANA. AN - 756824601; 12289-060422_0005 AB - PURPOSE: The upgrading of US 90 to a four-lane controlled access freeway meeting interstate standards from Wax Lake Outlet to Berwick in St. Mary Parish, Louisiana is proposed. US 90 is an integral component of the federal highway network, serving as an element in the National Highway System. US 90 serves an important road in linking local and regional transportation networks. The portion of US 90 in the project area, which was designed and constructed as an urban highway, does not provide the geometry or infrastructure to accommodate local and regional transportation demand adequately, and future traffic increase will further degrade transportation along this stretch of the highway. The upgraded highway would be a segment of Interstate 49 (I-49) South that would extend from Wax Lake Outlet to the approach to the bridge over the Lower Atchafalaya River and an intersection with Louisiana (LA) 182 in the town of Berwick, a distance of 9.3 miles. The improvements would occur along the existing alignment. Depending on the location, frontage roads would be provided utilizing either one-way or two-way road systems. A new two-lane bridge from be provided across Wax Lake Outlet and a ramp overpass would connect Catherine Street with Waveland Drive. Proceeding west to east, interchanges would be provided with LA 183 Access Road East, Red Cypress Road, Tiffany Street/Liparo Street. Southwest Boulevard, and Berwick South Road/Thorguson Road. Cost of the project is estimated at $293.5 million in 2006 dollars. POSITIVE IMPACTS: The upgraded facility would provide a boost to planning to implement major transportation system linkage improvements for a substantial portion of the state's population and economy, consistent with federal, state, and local planning efforts. A critical corridor for hurricane evacuation would be improved. Safety and efficiency on US 90 would be enhanced significantly. NEGATIVE IMPACTS: Development of 13.2 acres of newly acquired rights-of-way would involve displacement of a parcel currently partially occupied by a fenced equipment storage yard operated by the Burlington Northern Santa Fe Railroad. In addition, the project would displace 18.02 acres of wetlands, including 4.37 acres of vegetated wet ditches, 9.62 acres of forested wetlands, and 4.03 acres of scrub/shrub wetlands. Traffic-generated noise levels in the year 2030 would exceed federal standards in the vicinity of 174 residences. The project would affect Idlewild Plantation House, which is listed in the National Register of Historic Places. 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 06-0277D, Volume 30, Number 2. JF - EPA number: 060422, 387 pages and maps, October 12, 2006 PY - 2006 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-06-01-F KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Vegetation KW - Wetlands KW - Louisiana 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/756824601?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+WAX+LAKE+OUTLET+TO+BERWICK%2C+ROUTE+US+90%2C+ST.+MARY%27S+PARISH%2C+LOUISIANA.&rft.title=I-49+SOUTH%2C+WAX+LAKE+OUTLET+TO+BERWICK%2C+ROUTE+US+90%2C+ST.+MARY%27S+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: October 12, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-49 SOUTH, WAX LAKE OUTLET TO BERWICK, ROUTE US 90, ST. MARY'S PARISH, LOUISIANA. AN - 36346407; 12289 AB - PURPOSE: The upgrading of US 90 to a four-lane controlled access freeway meeting interstate standards from Wax Lake Outlet to Berwick in St. Mary Parish, Louisiana is proposed. US 90 is an integral component of the federal highway network, serving as an element in the National Highway System. US 90 serves an important road in linking local and regional transportation networks. The portion of US 90 in the project area, which was designed and constructed as an urban highway, does not provide the geometry or infrastructure to accommodate local and regional transportation demand adequately, and future traffic increase will further degrade transportation along this stretch of the highway. The upgraded highway would be a segment of Interstate 49 (I-49) South that would extend from Wax Lake Outlet to the approach to the bridge over the Lower Atchafalaya River and an intersection with Louisiana (LA) 182 in the town of Berwick, a distance of 9.3 miles. The improvements would occur along the existing alignment. Depending on the location, frontage roads would be provided utilizing either one-way or two-way road systems. A new two-lane bridge from be provided across Wax Lake Outlet and a ramp overpass would connect Catherine Street with Waveland Drive. Proceeding west to east, interchanges would be provided with LA 183 Access Road East, Red Cypress Road, Tiffany Street/Liparo Street. Southwest Boulevard, and Berwick South Road/Thorguson Road. Cost of the project is estimated at $293.5 million in 2006 dollars. POSITIVE IMPACTS: The upgraded facility would provide a boost to planning to implement major transportation system linkage improvements for a substantial portion of the state's population and economy, consistent with federal, state, and local planning efforts. A critical corridor for hurricane evacuation would be improved. Safety and efficiency on US 90 would be enhanced significantly. NEGATIVE IMPACTS: Development of 13.2 acres of newly acquired rights-of-way would involve displacement of a parcel currently partially occupied by a fenced equipment storage yard operated by the Burlington Northern Santa Fe Railroad. In addition, the project would displace 18.02 acres of wetlands, including 4.37 acres of vegetated wet ditches, 9.62 acres of forested wetlands, and 4.03 acres of scrub/shrub wetlands. Traffic-generated noise levels in the year 2030 would exceed federal standards in the vicinity of 174 residences. The project would affect Idlewild Plantation House, which is listed in the National Register of Historic Places. 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 06-0277D, Volume 30, Number 2. JF - EPA number: 060422, 387 pages and maps, October 12, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-06-01-F KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Transportation KW - Vegetation KW - Wetlands KW - Louisiana 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/36346407?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-49+SOUTH%2C+WAX+LAKE+OUTLET+TO+BERWICK%2C+ROUTE+US+90%2C+ST.+MARY%27S+PARISH%2C+LOUISIANA.&rft.title=I-49+SOUTH%2C+WAX+LAKE+OUTLET+TO+BERWICK%2C+ROUTE+US+90%2C+ST.+MARY%27S+PARISH%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: October 12, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - EAST LAKE SAMMAMISH MASTER PLAN TRAIL, KING COUNTY, WASHINGTON. AN - 36347767; 12285 AB - PURPOSE: The development of an 11-mile pedestrian/equestrian trail along approximately 11 miles of former Burlington Northern Santa Fe railroad corridor on the east side of Lake Sammamish in King County, Washington is proposed. The trail would extend from Gilman Boulevard in the city of Issaquah northward to the Bear Creek Trail in the city of Redmond. Portions of the railroad corridor have already been developed into an interim use trail, which has been evaluated in previous environmental assessment documents. The interim use trail provides a gravel surface, eight to 12 feet wide. This draft EIS, which evaluates means of developing the existing train inter a permanent master plan trail, addresses a No Action Alternative and four trail alternatives. The multi-use trail proposed would provide both paved and soft surfaces to accommodate pedestrians, non-motorized wheeled vehicles, and equestrians. The Corridor Alternative would locate the trail within the former railroad rights-of-way. The majority of the trail would encompass the existing interim use trail, with the trail leaving the existing trail only in those places where trail safety would be improved by such alterations. This alternative would include vehicular parking and restroom facilities. The East Alternatives (A and B) would use the former rights-of-way in certain segments but would transition to the roadway shoulder of East Lake Sammamish Parkway in along several sections. The Continuation of the Interim Use Trail Alternative would maintain the existing 10.6-mile interim use trail beyond the currently authorized 2015 expiration date. The trail would be extended north over Bear Creek, and parking and restroom facilities would be provided. Equestrian sue is not permitted on the existing trail, but would be considered under this alternative. Costs of the Corridor Alternative, the East A/B Alternative, and the Continuation of the Interim Use Trail Alternative are estimated at $34.9 million, $68.7 million, and 7.9 million, respectively. POSITIVE IMPACTS: The trail would help to respond to regional needs for alternative transportation corridors between major business centers, for non-motorized recreational trails to support a growing multi-use population, and for the purpose of making connections between other existing trails in the regional trail system. Access to recreation, employment, and retail centers in the cities of Redmond, Sammamish, and Issaquah would be enhanced NEGATIVE IMPACTS: Trail development would result in 58 to 61 partial property takings, 15 to 18 full property takings, and 12 to 15 residential relocations. Unless additional relocations were undertaken in areas where residences were proximate to the trail, visual landscapes would be affected for both residents and trail users. In addition, the project would displace of up to 1.19 acres of wetland and 2.4 acres of stream bank vegetation, impact up to 4.1 acres of wetland buffer, and increase impervious surface in the corridor by up to 20 acres. The trail would traverse up to 22 streams, requiring the construction of culverts. Trail crossings of roadways would result in conflicts between drivers and trail users that would constitute safety hazards. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 060418, Draft EIS--298 pages and maps and CD-ROM, Plan Sheets--81 pages and maps; Technical Appendices--212 pages and maps, October 10, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-01-D KW - Archaeological Sites Surveys KW - Creeks KW - Cultural Resources Surveys KW - Fisheries Surveys KW - Geologic Assessments KW - Historic Sites Surveys KW - Railroads KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Trails KW - Transportation KW - Vegetation KW - Vegetation Surveys KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Surveys KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347767?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=EAST+LAKE+SAMMAMISH+MASTER+PLAN+TRAIL%2C+KING+COUNTY%2C+WASHINGTON.&rft.title=EAST+LAKE+SAMMAMISH+MASTER+PLAN+TRAIL%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 - 2007-05-08 N1 - SuppNotes - Draft. Preparation date: October 10, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - BRANSON TRANSIT STUDY, BRANSON, MISSOURI. AN - 36349074; 12282 AB - PURPOSE: The implementation of public transit improvements in Branson, Missouri is proposed to address traffic congestion on State Route (SR) 76. SR 76 lies at the hears of Branson's recreation, entertainment, shopping, and tourism district. Branson, which has a population of less than 7,000, serves a two-county area of nearly 70,000 and draws over 7.0 million visitors annually. SR 76, which is not amenable to widening, is currently well over capacity and the congestion problem is expected to worsen. Currently, no public transit service is available within the core study area corridor and travel is extremely constrained. This draft EIS evaluates a full range of modal alternatives, of which bus and elevated fix-guideway (sky train) systems have been identified as the most suitable. In addition to the No-Build Alternative, three build alternatives are evaluated in detail. The simplest alternative considered would provide a system served entirely by buses within the context of a transportation systems management (TSM) scheme. Alternatives A and B would establish a sky-train/feeder bus system. Under any action alternative, a park-and-ride lot would be at the east end of the study corridor. Cost of the TSM alternative and alternatives A and B are estimated at $17.3 million, $462.2 million, and $524.1 million, respectively; costs are expressed in 2006 dollars and the estimates include a 20-percent contingency. Operating costs for the TSM alternative and alternatives A and B are estimated at $4.3 million, $45.4 million, and $4.7 million, respectively. POSITIVE IMPACTS: The transit system would alleviate current and prevent future congestion in the core Branson entertainment area. The system would provide a reliable transit in the core SR 76 study corridor to relieve traffic congestion, increase mobility, broaden accessibility, improve safety, and enhance the quality of life for Branson visitors and residents. NEGATIVE IMPACTS: Rights-of-way requirements for the park-and-ride lot would displace eight or nine residential units, and some partial property takings would be required to implement alternatives A or B. In addition alternative A or B would displace or adversely affect the 1900 Railroad Station Masters House, which is of local historical significance. Very small portions of wetlands and floodplain would be displaced by the sky-train alternatives. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 060412, 178 pages and maps, October 6, 2006 PY - 2006 KW - Roads and Railroads KW - Floodplains KW - Highways KW - Historic Sites KW - Parking KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Resorts KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349074?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BRANSON+TRANSIT+STUDY%2C+BRANSON%2C+MISSOURI.&rft.title=BRANSON+TRANSIT+STUDY%2C+BRANSON%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Draft. Preparation date: October 6, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - SOUTH FLORIDA EAST COAST CORRIDOR TRANSIT ANALYSIS, MIAMI-DADE, BROWARD, AND PALM BEACH COUNTIES, FLORIDA. AN - 36346371; 12283 AB - PURPOSE: The implementation of public transit improvements in he South Florida East Coast Corridor of Miami-Dade, Broward, and Palm Beach countries, Florida is proposed in this Tier 1 programmatic EIS. The study area generally follows a two-mile-wide corridor centered on the existing Florida East Coast (FEC) Railway along approximately 85 miles between downtown Miami in Miami-Dade County to just north of the village of Tequesta in Palm Beach County. The region's eastern cities are experiencing a surge in urban redevelopment as people and businesses continue to migrate to southeast Florida. This growth cannot be accommodated by existing highway transportation capacities. Hence, regional premium fixed-guideway transit system improvements are needed to improve mobility and reduce delays between major central business districts, other major economic centers, transportation hubs, and residential communities. Broad alternatives considered in this draft EIS include a No-Build Alternative, transportation systems management (TSM, and a wide range of build alternatives. Built alternatives are comprised of alignment and transit technology combinations, based on travel market segments services, along the FEC Railway rights-of-way or nearby roadways, waterways, and/or utility rights-of-way parallel to the railway and to the Atlantic Coastline. Under the build alternatives, various rail, bus, ad other technologies are considered both for existing transit and rail freight transportation as well as for other corridors. Specific build options include bus rapid transit, light rail transit, or regional rail service along the entire FEC corridor; rapid rail transit along FEC service segments 5 and 6; regional bus transit along Interstate 95 in Service Segment 1, and TSM improvements, including Tri-Rail and local bus components. Upon completion of the Tier 1 study, decision would be made regarding the alternatives on rail or roadway facilities, the individual projects that should be studied further during Tier 2 considerations, and priority alignments for Tier 2 studies. POSITIVE IMPACTS: The transit improvements would address traffic congestion issues and support economic as well as land development policies in the eastern corridor of the Tri-County region. NEGATIVE IMPACTS: Thought pre-existing rights-of-way would be utilized for most of project facilities, property acquisition would be necessary, requiring the displacement of residents and businesses as well as the loss of recreational lands, historically significant resource sites, wetlands, floodplain storage capacity, and soils and vegetation and the associate wildlife habitat values. Noise and vibration levels adjacent to rail tracks and transit guideways would exceed federal standards along some portions of the corridor. Construction workers would encounter hazardous waste sites at numerous locations throughout the corridor. System facilities would degrade visual aesthetics LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 060413, 527 pages and maps, CD-ROM, October 6, 2006 PY - 2006 KW - Roads and Railroads KW - Cultural Resources Surveys KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Impact Assessment Methodology KW - Motor Vehicles KW - Noise Standards Violations KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Transportation KW - Transportation Surveys KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Florida KW - Department of Transportation Act of 1966, Compliance 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/36346371?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+FLORIDA+EAST+COAST+CORRIDOR+TRANSIT+ANALYSIS%2C+MIAMI-DADE%2C+BROWARD%2C+AND+PALM+BEACH+COUNTIES%2C+FLORIDA.&rft.title=SOUTH+FLORIDA+EAST+COAST+CORRIDOR+TRANSIT+ANALYSIS%2C+MIAMI-DADE%2C+BROWARD%2C+AND+PALM+BEACH+COUNTIES%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Atlanta, Georgia; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Draft. Preparation date: October 6, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - TAOS REGIONAL AIRPORT, AIRPORT LAYOUT PLAN IMPROVEMENTS, TOWN OF TAOS, TAOS COUNTY, NEW MEXICO. AN - 36342503; 12278 AB - PURPOSE: The modification of the Taos Regional Airport layout in Taos, Taos County, New Mexico is proposed. In 2003, the town completed a development plan to improve service and safety at the facility. At present the facility does not provide all-weather wind coverage in a manner that would safely accommodates existing and proposed aviation demand, nor are the lengths of the existing runway sufficient to accommodate the existing and projected aviation demand safely and efficiently. The airfield system complex would consist of the runway, which would accommodate aircraft weighing up to 60,000 pounds, and full length parallel taxiway, as well as the associated runway lighting, navigational aids for Category I Instrument Landing System capabilities, runway safety areas and protection zones, and associated grading, drainage, and utility relocations. A remote transmitter/receiver would be situated on airport property to allow aircraft operators to communicate with air transport control in Albuquerque while the planes are operating at the airport. The plan would also include construction of a new airport entry road and extension of the existing access road. The project would involve the construction of a new 8,800-foot-long, 1900-foot-widee runway capable of accommodating Airplane Design Group C-II aircraft; shortening of Runway 4/22 by 420 feet to the northeast to preclude the penetration of the relocated Runway 4 threshold sitting surface by aircraft operating on the new runway/taxiway system and to keep the existing non-precision Runway Protection Zone entirely on airport property; and construction of the two abovementioned roads. In addition to the proposed action and a No Action Alternative, this draft EIS addresses off-site air transport alternatives and runway sitting alternatives. The proposed improvements would be undertaken between 2006 and 2010 and operational in the year 2010. Improvements beyond 2010, which are not addressed in detail in this EIS, would include expansion of the aircraft tie-down apron, construction of aircraft hangers, and construction of a new airport terminal building. POSITIVE IMPACTS: Plan implementation would provide for enhanced safety and utility of the airport for all users by providing a runway that allows for year-round wind coverage and that is of sufficient length to accommodate the requirements of the aircraft fleet currently operating at the facility. As the longer runway became available for use, a slightly higher number of cabin-class turboprop and jet aircraft would be able to utilize the airport. Due to safety considerations related to factors such as density altitude, available runway length, and the aeronautical role of the airport, the likelihood of larger narrow-body commercial aircraft operating at the facility is remote. NEGATIVE IMPACTS: Aircraft noise in the vicinity of the airport would increase significantly, potenti8ally affecting the Taos Pueblo, a Native American community nominated for placement on the World Heritage List. Airport facilities would displace biotic communities and floodplain storage capacity LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 060408, Draft EIS--386 pages and maps, Appendices A-E--621 pages; Appendices F-Q--366 pages and maps, October 5, 2006 PY - 2006 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Biologic Surveys KW - Floodplains KW - Historic Districts KW - Historic Sites Surveys KW - Impact Monitoring Plans KW - Indian Reservations KW - Navigation Aids KW - Noise Assessments KW - Roads KW - Safety KW - Safety Analyses KW - Terminal Facilities KW - Transportation KW - Visual Resources Surveys KW - Wildlife Habitat KW - New Mexico KW - Department of Transportation Act of 1966, Historic Districts KW - National Historic Preservation Act of 1966, Historic Districts UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342503?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TAOS+REGIONAL+AIRPORT%2C+AIRPORT+LAYOUT+PLAN+IMPROVEMENTS%2C+TOWN+OF+TAOS%2C+TAOS+COUNTY%2C+NEW+MEXICO.&rft.title=TAOS+REGIONAL+AIRPORT%2C+AIRPORT+LAYOUT+PLAN+IMPROVEMENTS%2C+TOWN+OF+TAOS%2C+TAOS+COUNTY%2C+NEW+MEXICO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Fort Worth, Texas; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Draft. Preparation date: October 5, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - NEW MEXICO TRAINING RANGE INITIATIVE. [Part 1 of 2] T2 - NEW MEXICO TRAINING RANGE INITIATIVE. AN - 756824873; 12842-070191_0001 AB - PURPOSE: The expansion and modification of the U.S. Air Force's New Mexico Training Range are proposed to provide more realistic training opportunities for the 27th Fighter Wing (27 FW) and the New Mexico Air National Guard stationed at Cannon Air Force Base. The fighter of choice is the F-16.The current airspace (Pecos Military Operations Area (MOA)) suffers from multiple constraints to realistic operational training. The limited airspace volume forces pilots to train sing non-optimal air-to-air and air-to-ground tactics. Pilots are prevented from training in the supersonic regime under 30,000 feet even though this is required in combat/ Pilots acquire the habit of "administratively disregarding" commercial traffic radar contacts above 30,000 feet, although a moment's hesitation could be catastrophic in combat. The multiple corners and segmented pieces of airspace also build negative habits by not forcing pilots to manipulate their radars aggressively to search the full airspace volume, with the same potentially catastrophic consequences in combat. The limitations of the Pecos airspace complex also restrict usability of the Melrose Air Force Range, where critical training occurs. The improvements are known as the New Medico Training Range Initiative (NMTRI). THE NMTRI would include modification of the configuration of existing airspace, creation new airspace, authorizing supersonic flight above 10,000 feet above mean sea level (5,000 to 6,000 feet above ground level) in the airspace, and expansion of the use of defensive countermeasures (chaf and flares) into the new and modified airspace. Four alternatives, including the proposed action and a No Action Alternative, are considered in this final EIS. All action alternatives would include modification of the configuration of the existing airspace and associated regulations. The preferred alternative (Alternative A) would modify the configuration of the existing airspace, including expanding the size, operational altitudes, and usefulness of Pecos MOA; align the northern border of the Pecos MOA south of Jet Route J-74; refrain from creating the Capitan MOA; create the Capitan Air Traffic Control Assigned Airspace (ATCAA) to connect the existing Beak and Pecos ATCAAs; permit supersonic training above 10,000 feet above mean sea level (5,000 to 6,000 feet above ground level); an extend the use of specific defensive countermeasures (chaf and flares) to the new and modified airspace. b[POS]The airspace and regulations associated with the NMTRI would allow pilots to train in the full range of missions and tactics required to prepare for combat, including supersonic simulated weapons delivery and defensive maneuvers. Safety within the airspace and in neighboring areas would be significantly enhanced, particularly with respect to commercial aircraft. NEGATIVE IMPACTS: Lowering the altitude of supersonic flight would result in increased sonic booms in the restricted areas; however, typical maneuvers would not result in noise levels in excess of federal standards. Nevertheless, damage to fragile articles, such as windows in poor condition, including windows within historic sites, would probably occur. Any discernable increase in sonic booms could annoy some people. Bird-aircraft collisions would continue to occur, but the rate would not increase, and wildlife and livestock would be affected by noise as well. Expansion of the flight area, would increase flight time for commercial airlines by one to two minutes for an estimated 40 civilian aircraft re-routed daily off the existing airspace during Similar delays would be expected for other commercial air traffic in the area. Use of Capitan Military Operations Area. The increase use of flares would slightly increase the possibility of flare-induced fire. PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0285D, Volume 28, Number 3. JF - EPA number: 070191, 517 pages, May 11, 2007 PY - 2006 VL - 1 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Noise Assessments KW - Regulations KW - Safety KW - Weapon Systems KW - Cannon Air Force Base KW - Capitan Military Operations Area KW - Melrose Air Force Range KW - New Mexico KW - New Medico Training Range Initiative KW - Pecos Military Operations Area UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824873?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+MEXICO+TRAINING+RANGE+INITIATIVE.&rft.title=NEW+MEXICO+TRAINING+RANGE+INITIATIVE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Langley Air Force Base, Virginia; AF N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: May 11, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW MEXICO TRAINING RANGE INITIATIVE. [Part 2 of 2] T2 - NEW MEXICO TRAINING RANGE INITIATIVE. AN - 756824465; 12842-070191_0002 AB - PURPOSE: The expansion and modification of the U.S. Air Force's New Mexico Training Range are proposed to provide more realistic training opportunities for the 27th Fighter Wing (27 FW) and the New Mexico Air National Guard stationed at Cannon Air Force Base. The fighter of choice is the F-16.The current airspace (Pecos Military Operations Area (MOA)) suffers from multiple constraints to realistic operational training. The limited airspace volume forces pilots to train sing non-optimal air-to-air and air-to-ground tactics. Pilots are prevented from training in the supersonic regime under 30,000 feet even though this is required in combat/ Pilots acquire the habit of "administratively disregarding" commercial traffic radar contacts above 30,000 feet, although a moment's hesitation could be catastrophic in combat. The multiple corners and segmented pieces of airspace also build negative habits by not forcing pilots to manipulate their radars aggressively to search the full airspace volume, with the same potentially catastrophic consequences in combat. The limitations of the Pecos airspace complex also restrict usability of the Melrose Air Force Range, where critical training occurs. The improvements are known as the New Medico Training Range Initiative (NMTRI). THE NMTRI would include modification of the configuration of existing airspace, creation new airspace, authorizing supersonic flight above 10,000 feet above mean sea level (5,000 to 6,000 feet above ground level) in the airspace, and expansion of the use of defensive countermeasures (chaf and flares) into the new and modified airspace. Four alternatives, including the proposed action and a No Action Alternative, are considered in this final EIS. All action alternatives would include modification of the configuration of the existing airspace and associated regulations. The preferred alternative (Alternative A) would modify the configuration of the existing airspace, including expanding the size, operational altitudes, and usefulness of Pecos MOA; align the northern border of the Pecos MOA south of Jet Route J-74; refrain from creating the Capitan MOA; create the Capitan Air Traffic Control Assigned Airspace (ATCAA) to connect the existing Beak and Pecos ATCAAs; permit supersonic training above 10,000 feet above mean sea level (5,000 to 6,000 feet above ground level); an extend the use of specific defensive countermeasures (chaf and flares) to the new and modified airspace. b[POS]The airspace and regulations associated with the NMTRI would allow pilots to train in the full range of missions and tactics required to prepare for combat, including supersonic simulated weapons delivery and defensive maneuvers. Safety within the airspace and in neighboring areas would be significantly enhanced, particularly with respect to commercial aircraft. NEGATIVE IMPACTS: Lowering the altitude of supersonic flight would result in increased sonic booms in the restricted areas; however, typical maneuvers would not result in noise levels in excess of federal standards. Nevertheless, damage to fragile articles, such as windows in poor condition, including windows within historic sites, would probably occur. Any discernable increase in sonic booms could annoy some people. Bird-aircraft collisions would continue to occur, but the rate would not increase, and wildlife and livestock would be affected by noise as well. Expansion of the flight area, would increase flight time for commercial airlines by one to two minutes for an estimated 40 civilian aircraft re-routed daily off the existing airspace during Similar delays would be expected for other commercial air traffic in the area. Use of Capitan Military Operations Area. The increase use of flares would slightly increase the possibility of flare-induced fire. PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0285D, Volume 28, Number 3. JF - EPA number: 070191, 517 pages, May 11, 2007 PY - 2006 VL - 2 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Noise Assessments KW - Regulations KW - Safety KW - Weapon Systems KW - Cannon Air Force Base KW - Capitan Military Operations Area KW - Melrose Air Force Range KW - New Mexico KW - New Medico Training Range Initiative KW - Pecos Military Operations Area UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824465?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1995-06-01&rft.volume=26&rft.issue=2&rft.spage=170&rft.isbn=&rft.btitle=&rft.title=Industrial+Relations+Journal&rft.issn=00198692&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Langley Air Force Base, Virginia; AF N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: May 11, 2007 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Stratigraphy of a Campanian fossil angiosperm floral assemblage from the New Jersey coastal plain AN - 742903925; 2010-038015 AB - An excavated outcrop located at the former Pine Hill sand pit in Monroe Township, NJ, is interpreted as an incised valley fill cut into the prograding, deltaic Campanian Englishtown Formation and may represent a rare Lowstand Systems Tract (LST) preserved within Upper Cretaceous New Jersey Coastal Plain deposits. The upper sequence boundary and the contact with the overlying Marshalltown Formation are correlated with the Haq global sea-level curve as UZA 4.4. This eustatic unconformity approximately dates from 74.5-75 Ma, using (super 87) Sr/ (super 86) Sr age analysis (Sugarman et al., 1995; Miller et al., 2004; Hanczaryk and Gallagher, in press). Twelve species of angiosperm plants have been identified from a 0.5 to 1 meter thick lens of fine to medium-grained, moderately well sorted micaceous sand representing the incised channel fill onto the truncated prograding delta Highstand Systems Tract (HST). The plant assemblage indicates a warm subtropical to nearly tropical climate for this time interval at this location (Gallagher et al., 1999). The Englishtown Formation measures here approximately 3-4 meters thick and is bracketed by the underlying massive, carbonaceous Woodbury Clay and the overlying marcasite concretion-bearing silty fissile shale of the basal Marshalltown Formation. The relationship between the underlying Woodbury Clay and the Englishtown is seen to be mostly conformable as evidenced at the adjacent Toto Brothers pit, located less than a quarter mile away, where beds typical of the Woodbury Clay were found intercalated with beds of typical Englishtown Formation fine-medium grained micaceous sand until finally grading into sand, only. The contact with the overlying Marshalltown is abrupt and interpreted as unconformable. Additionally, at the nearby Toto Brothers sand pit, casts of the ichnofossil Ophiomorpha were found to be plentiful, indicating a high-energy littoral or intertidal environment on a sandy coastline--an environment similar to present day New Jersey's shoreline. Abstract 114821 modified by 160.93.4.42 on 7-11-2006 JF - Abstracts with Programs - Geological Society of America AU - Hanczaryk, Paul A AU - Gallagher, William B AU - Pekar, Stephen F AU - Anonymous Y1 - 2006/10// PY - 2006 DA - October 2006 SP - 401 PB - Geological Society of America (GSA), Boulder, CO VL - 38 IS - 7 SN - 0016-7592, 0016-7592 KW - United States KW - Spermatophyta KW - isotopes KW - Cretaceous KW - Senonian KW - Upper Cretaceous KW - stable isotopes KW - lowstands KW - thickness KW - outcrops KW - Atlantic Coastal Plain KW - alkaline earth metals KW - Plantae KW - progradation KW - high-energy environment KW - assemblages KW - isotope ratios KW - Pine Hill KW - Mesozoic KW - Sr-87/Sr-86 KW - metals KW - Campanian KW - unconformities KW - New Jersey KW - strontium KW - Angiospermae KW - 12:Stratigraphy UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/742903925?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=Stratigraphy+of+a+Campanian+fossil+angiosperm+floral+assemblage+from+the+New+Jersey+coastal+plain&rft.au=Hanczaryk%2C+Paul+A%3BGallagher%2C+William+B%3BPekar%2C+Stephen+F%3BAnonymous&rft.aulast=Hanczaryk&rft.aufirst=Paul&rft.date=2006-10-01&rft.volume=38&rft.issue=7&rft.spage=401&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, 2006 annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data supplied by the Geological Society of America, Boulder, CO, United States N1 - Date revised - 2010-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - alkaline earth metals; Angiospermae; assemblages; Atlantic Coastal Plain; Campanian; Cretaceous; high-energy environment; isotope ratios; isotopes; lowstands; Mesozoic; metals; New Jersey; outcrops; Pine Hill; Plantae; progradation; Senonian; Spermatophyta; Sr-87/Sr-86; stable isotopes; strontium; thickness; unconformities; United States; Upper Cretaceous ER - TY - JOUR T1 - Formation and emplacement of impact breccias in carbonate target rocks; examples from southern Missouri AN - 50493310; 2008-044243 AB - Two widely accepted impact structures are located in southern Missouri: Decaturville (7 km dia.) and Crooked Creek (6 km dia.). The Weaubleau structure (8 km dia.) is another area of locally anomalous intense structural deformation. Planar lamellae in quartz grains from the "Weaubleau Breccia" are consistent with an impact origin and further analyses are underway. Collectively, these structures contain a variety of breccias that differ in the timing of their formation during the cratering process and in their modes of deposition or emplacement. Principal breccia types include (1) fracture breccia, (2) megabreccia, (3) injection breccia, (4) dilation breccia, (5) crystalline basement breccia, and (6) ejecta/resurge breccia. The distinction between fracture breccia and megabreccia is arbitrarily placed at 1.0 m clast size, but the mode of formation and emplacement is essentially the same. Both are found in central uplift areas and in material-flow debris blankets in crater moat regions. Fracture breccia and megabreccia clasts rest in a comminution matrix or are surrounded by injection breccia. Injection breccia appears to have a fluid matrix that formed and was emplaced at depth during the excavation and modification stages. Dilation breccia, known only from the Weaubleau structure, essentially formed in situ during the excavation stage but may have been transported en mass during the modification stage. Granitic and pegmatitic clasts in the Decaturville and Weaubleau structures indicate deep penetration and uplift associated with formation of crystalline basement breccia. The uppermost part of the "Weaubleau Breccia" is a carbonate-matrix-supported breccia that exhibits coarse grading associated with deposition in a marine setting. The primary factor in the preservation of different breccia types at each of Missouri structure is related to the depth of post-impact erosion. The ejecta/resurge facies of the Weaubleau Breccia was buried below limestones of the Meramecian Warsaw and Salem Formations prior to subaerial exposure, karstification, dissolution of overlying limestones, and subsequent re-burial by Pennsylvanian strata. Most of the middle and late Paleozoic strata have been eroded from the Decaturville and Crooked Creek structures. JF - Abstracts with Programs - Geological Society of America AU - Evans, Kevin R AU - Miller, James F AU - Mulvany, Patrick S AU - Davis, George H AU - Anonymous Y1 - 2006/10// PY - 2006 DA - October 2006 SP - 58 PB - Geological Society of America (GSA), Boulder, CO VL - 38 IS - 7 SN - 0016-7592, 0016-7592 KW - United States KW - silicates KW - limestone KW - Decaturville impact structure KW - Mississippian KW - impact features KW - silica minerals KW - erosion KW - Missouri KW - megabreccia KW - sedimentary rocks KW - Weaubleau Structure KW - Upper Mississippian KW - framework silicates KW - depositional environment KW - sedimentary structures KW - southern Missouri KW - Salem Limestone KW - breccia KW - Paleozoic KW - matrix KW - Carboniferous KW - deformation KW - ejecta KW - lithofacies KW - Crooked Creek Structure KW - planar deformation features KW - marine environment KW - quartz KW - impact craters KW - Warsaw Formation KW - graded bedding KW - dilation KW - carbonate rocks KW - Meramecian KW - 23:Geomorphology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50493310?accountid=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=Formation+and+emplacement+of+impact+breccias+in+carbonate+target+rocks%3B+examples+from+southern+Missouri&rft.au=Evans%2C+Kevin+R%3BMiller%2C+James+F%3BMulvany%2C+Patrick+S%3BDavis%2C+George+H%3BAnonymous&rft.aulast=Evans&rft.aufirst=Kevin&rft.date=2006-10-01&rft.volume=38&rft.issue=7&rft.spage=58&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, 2006 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 - 2008-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - breccia; carbonate rocks; Carboniferous; Crooked Creek Structure; Decaturville impact structure; deformation; depositional environment; dilation; ejecta; erosion; framework silicates; graded bedding; impact craters; impact features; limestone; lithofacies; marine environment; matrix; megabreccia; Meramecian; Mississippian; Missouri; Paleozoic; planar deformation features; quartz; Salem Limestone; sedimentary rocks; sedimentary structures; silica minerals; silicates; southern Missouri; United States; Upper Mississippian; Warsaw Formation; Weaubleau Structure ER - TY - JOUR T1 - Design and implementation of a virtual geographic environment system of the Baoji-Tianshui Expressway based on GIS, GPS and remote sensing technologies AN - 50473042; 2009-035529 AB - Construction of freeways promotes the development of the local economy; however, it impacts the vegetation, animals, geology, hydrology, water resources, land-use patterns, air quality, human activity, and so on. Freeway projects involve long distances, multiple points, and broad surfaces, so they may have an intense affect on the environment in various aspects throughout the period from construction through use of the final product. The environmental carrier of freeways in mountainous areas is mainly the natural environment, that is, the geological environment. In mountainous areas, the landforms and geological conditions are complicated, the geological environment is vulnerable, geological disasters are frequent. Construction of an expressway inevitably involves cut and fill and tunnel building, which can seriously destroy the geological environment, resulting in or intensifying various geological disasters, increasing unnecessary construction investment, and even causing hidden safety problems during the periods of construction and operation. To meet the needs of constructing a high standard expressway in a mountainous area while considering factors such as traffic, environmental protection, and ecology, we must give important consideration to the geological environment. As auxiliary tools, the 3S (GIS, RS, GPS) and virtual geographic environment technologies are very helpful in supporting the resolution of actual problems. What we are doing in this research relies on an actual traffic project, a section from Niubei to Tianshui of the expressway from Baoji to Tianshui, which aims to design and construct a road in a virtual geographic environment with the help of 3S technologies. JF - Bingchuan Dongtu = Journal of Glaciology and Geocryology AU - Li, Rui AU - Guo, Jianwen AU - Yan, Baojie AU - Liu, Guangxiu Y1 - 2006/10// PY - 2006 DA - October 2006 SP - 787 EP - 794 PB - Science Press, Beijing VL - 28 IS - 5 SN - 1000-0240, 1000-0240 KW - Global Positioning System KW - Far East KW - geologic hazards KW - Gansu China KW - Baoji-Tianshui Highway KW - preventive measures KW - landslides KW - Shaanxi China KW - geographic information systems KW - virtual reality KW - mass movements KW - information systems KW - Asia KW - slope stability KW - construction KW - roads KW - design KW - China KW - remote sensing KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50473042?accountid=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=Bingchuan+Dongtu+%3D+Journal+of+Glaciology+and+Geocryology&rft.atitle=Design+and+implementation+of+a+virtual+geographic+environment+system+of+the+Baoji-Tianshui+Expressway+based+on+GIS%2C+GPS+and+remote+sensing+technologies&rft.au=Li%2C+Rui%3BGuo%2C+Jianwen%3BYan%2C+Baojie%3BLiu%2C+Guangxiu&rft.aulast=Li&rft.aufirst=Rui&rft.date=2006-10-01&rft.volume=28&rft.issue=5&rft.spage=787&rft.isbn=&rft.btitle=&rft.title=Bingchuan+Dongtu+%3D+Journal+of+Glaciology+and+Geocryology&rft.issn=10000240&rft_id=info:doi/ LA - Chinese DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2009-01-01 N1 - Number of references - 6 N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - Asia; Baoji-Tianshui Highway; China; construction; design; Far East; Gansu China; geographic information systems; geologic hazards; Global Positioning System; information systems; landslides; mass movements; preventive measures; remote sensing; roads; Shaanxi China; slope stability; virtual reality ER - TY - JOUR T1 - Eocene and younger faulting within the southeastern margin of the Reelfoot Rift AN - 50137668; 2009-095512 AB - Detailed subsurface mapping of the Eocene Upper Claiborne Group of west Tennessee, northwest Mississippi, and part of Arkansas shows this section is deformed by dextral movement on the southeast margin of the Reelfoot Rift. Structure contour maps prepared from over 1000 electric logs of the tops of the Flour Island, Memphis Sand, and the Eocene section indicate three deformation styles. Four east-west oriented grabens are mapped above the southeast rift margin. These grabens were active during deposition of Memphis Sand. Clay units in the Memphis Sand are generally thicker in the grabens. Facies in the overlying Cockfield Formation are also influenced by this graben/intergraben pattern. Deformation by these grabens may continue into the Holocene. The modern stream valleys of the Coldwater, Wolf, Hatchie, and Forked Deer Rivers are wholly or in part controlled by these grabens. A second group of faults strike north-south in southwest Tennessee and northwest Mississippi. These include the Ellendale, Memphis, and Hurricane Creek Faults. These faults were active as growth faults during Memphis and Cook Mountain deposition. The Ellendale Fault was subsequently reactivated as a reverse fault. Deformation has apparently continued into the Holocene as evidenced by control of the Hurricane Creek valley. On their north ends, these faults merge with northeast trending faults above the southeast Reelfoot Rift margin. These margin faults include the Crittenden County fault zone and the Bluffline Fault. Rift margin faults displace Precambrian basement and have seismogenic activity. Originally normal faults, they have been reactivated as transpressive faults as exemplified by a positive flower structure in the Cockfield Formation in Lauderdale County. This study suggests deformation is occurring on the southeastern Reelfoot Rift margin as a part of the New Madrid seismic zone activity. The seismic hazard of the region, particularly the greater Memphis area, is directly impacted by this deformation. Abstract 114158 modified by 205.144.234.150 on 7-11-2006 JF - Abstracts with Programs - Geological Society of America AU - Martin, Richard V AU - Van Arsdale, Roy AU - Anonymous Y1 - 2006/10// PY - 2006 DA - October 2006 SP - 309 EP - 310 PB - Geological Society of America (GSA), Boulder, CO VL - 38 IS - 7 SN - 0016-7592, 0016-7592 KW - United States KW - Reelfoot Rift KW - Memphis Fault KW - right-lateral faults KW - lateral faults KW - Memphis Tennessee KW - mapping KW - transpression KW - reverse faults KW - Crittenden County Kentucky KW - northwestern Mississippi KW - Cockfield Formation KW - Cenozoic KW - controls KW - strike KW - southwestern Tennessee KW - Tennessee KW - faults KW - systems KW - orientation KW - patterns KW - middle Eocene KW - Shelby County Tennessee KW - Eocene KW - Mississippi KW - Paleogene KW - growth faults KW - deformation KW - reactivation KW - Lauderdale County Tennessee KW - grabens KW - Tertiary KW - Hurricane Creek Fault KW - Ellendale Fault KW - Claiborne Group KW - Kentucky KW - 16:Structural geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50137668?accountid=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=Eocene+and+younger+faulting+within+the+southeastern+margin+of+the+Reelfoot+Rift&rft.au=Martin%2C+Richard+V%3BVan+Arsdale%2C+Roy%3BAnonymous&rft.aulast=Martin&rft.aufirst=Richard&rft.date=2006-10-01&rft.volume=38&rft.issue=7&rft.spage=309&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, 2006 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 - Cenozoic; Claiborne Group; Cockfield Formation; controls; Crittenden County Kentucky; deformation; Ellendale Fault; Eocene; faults; grabens; growth faults; Hurricane Creek Fault; Kentucky; lateral faults; Lauderdale County Tennessee; mapping; Memphis Fault; Memphis Tennessee; middle Eocene; Mississippi; northwestern Mississippi; orientation; Paleogene; patterns; reactivation; Reelfoot Rift; reverse faults; right-lateral faults; Shelby County Tennessee; southwestern Tennessee; strike; systems; Tennessee; Tertiary; transpression; United States ER - TY - RPRT T1 - NEW MEXICO TRAINING RANGE INITIATIVE. AN - 36340474; 12842 AB - PURPOSE: The expansion and modification of the U.S. Air Force's New Mexico Training Range are proposed to provide more realistic training opportunities for the 27th Fighter Wing (27 FW) and the New Mexico Air National Guard stationed at Cannon Air Force Base. The fighter of choice is the F-16.The current airspace (Pecos Military Operations Area (MOA)) suffers from multiple constraints to realistic operational training. The limited airspace volume forces pilots to train sing non-optimal air-to-air and air-to-ground tactics. Pilots are prevented from training in the supersonic regime under 30,000 feet even though this is required in combat/ Pilots acquire the habit of "administratively disregarding" commercial traffic radar contacts above 30,000 feet, although a moment's hesitation could be catastrophic in combat. The multiple corners and segmented pieces of airspace also build negative habits by not forcing pilots to manipulate their radars aggressively to search the full airspace volume, with the same potentially catastrophic consequences in combat. The limitations of the Pecos airspace complex also restrict usability of the Melrose Air Force Range, where critical training occurs. The improvements are known as the New Medico Training Range Initiative (NMTRI). THE NMTRI would include modification of the configuration of existing airspace, creation new airspace, authorizing supersonic flight above 10,000 feet above mean sea level (5,000 to 6,000 feet above ground level) in the airspace, and expansion of the use of defensive countermeasures (chaf and flares) into the new and modified airspace. Four alternatives, including the proposed action and a No Action Alternative, are considered in this final EIS. All action alternatives would include modification of the configuration of the existing airspace and associated regulations. The preferred alternative (Alternative A) would modify the configuration of the existing airspace, including expanding the size, operational altitudes, and usefulness of Pecos MOA; align the northern border of the Pecos MOA south of Jet Route J-74; refrain from creating the Capitan MOA; create the Capitan Air Traffic Control Assigned Airspace (ATCAA) to connect the existing Beak and Pecos ATCAAs; permit supersonic training above 10,000 feet above mean sea level (5,000 to 6,000 feet above ground level); an extend the use of specific defensive countermeasures (chaf and flares) to the new and modified airspace. b[POS]The airspace and regulations associated with the NMTRI would allow pilots to train in the full range of missions and tactics required to prepare for combat, including supersonic simulated weapons delivery and defensive maneuvers. Safety within the airspace and in neighboring areas would be significantly enhanced, particularly with respect to commercial aircraft. NEGATIVE IMPACTS: Lowering the altitude of supersonic flight would result in increased sonic booms in the restricted areas; however, typical maneuvers would not result in noise levels in excess of federal standards. Nevertheless, damage to fragile articles, such as windows in poor condition, including windows within historic sites, would probably occur. Any discernable increase in sonic booms could annoy some people. Bird-aircraft collisions would continue to occur, but the rate would not increase, and wildlife and livestock would be affected by noise as well. Expansion of the flight area, would increase flight time for commercial airlines by one to two minutes for an estimated 40 civilian aircraft re-routed daily off the existing airspace during Similar delays would be expected for other commercial air traffic in the area. Use of Capitan Military Operations Area. The increase use of flares would slightly increase the possibility of flare-induced fire. PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0285D, Volume 28, Number 3. JF - EPA number: 070191, 517 pages, May 11, 2007 PY - 2006 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Noise Assessments KW - Regulations KW - Safety KW - Weapon Systems KW - Cannon Air Force Base KW - Capitan Military Operations Area KW - Melrose Air Force Range KW - New Mexico KW - New Medico Training Range Initiative KW - Pecos Military Operations Area UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36340474?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-10-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+MEXICO+TRAINING+RANGE+INITIATIVE.&rft.title=NEW+MEXICO+TRAINING+RANGE+INITIATIVE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Langley Air Force Base, Virginia; AF N1 - Date revised - 2008-04-01 N1 - SuppNotes - Final. Preparation date: May 11, 2007 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHERN BELTWAY TRANSPORTATION PROJECT, ROUTE 22 TO INTERSTATE 79, ALLEGHENY AND WASHINGTON COUNTIES, PENNSYLVANIA. [Part 4 of 4] T2 - SOUTHERN BELTWAY TRANSPORTATION PROJECT, ROUTE 22 TO INTERSTATE 79, ALLEGHENY AND WASHINGTON COUNTIES, PENNSYLVANIA. AN - 756824780; 12260-060390_0004 AB - PURPOSE: The implementation of the Southern Beltway Transportation Project, extending from US 22 to Interstate 79 (I-79), in Allegheny and Washington counties, Pennsylvania is proposed. The overall program of improvements has been designated as three separate projects for independent development and environmental review, based on logical project termini, differing project needs, and differing scheduling and funding opportunities. Each of the three projects is self-standing; that is, each project has independent utility that would not curtail or obligate improvements in the other project areas along the corridor. Nonetheless, these projects are being planned so they can work together as a cohesive system for regional benefit. This EIS addresses the Southern Beltway program, incorporating all three individual transportation projects. In addition to the first proposal, this EIS considers a four-lane, limited access highway from Pennsylvania Route 60 to US 22 and a similar facility from Interstate 79 to Mon/Fayette Expressway. The focus of the EIS is, however, on the project extending from US 22 to I-79; it is the impacts of this component of the system that are covered in the EIS process. Three new toll road alternatives and a No-Build alternative are considered in this final EIS. All of the toll road alternatives would provide four-lane, limited-access toll highways extending approximately 13 miles from US 22 in the Robinson Township of Washington Count to I-79 in the Southern Fayette Township of Allegheny Count and the Cecil Township of Washington County. The preferred alternative (Alternative B2) would provide for 12.88 miles of four-lane toll way. Construction cost for the preferred alternative is estimated at $647.0 million in 2011 dollars. POSITIVE IMPACTS: The three projects would provide a 30-mile network of transportation improvements in the area to support economic development in southwestern Pennsylvania and the improve east-west mobility in the circumferential corridor south and west of the cit of Pittsburg. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement 76 residences, eight businesses, and one community facility, as well as 99 acres of productive agricultural land, 21 acres of agricultural security area, 6.64 acres of wetlands across 66 wetland sites, seven acres of floodplain, 739 acres of forest, 232 acres of rangeland, and 36 acres of grassland. Approximately 5,78 feet of perennial stream would be lost of covered with culvert structures. The habitat of one federally listed species, the short-eared owl, would be affected. Potential for reduction of access to coal mines would be low. One railroad crossing would be necessary, but it would not be an at-grade crossing. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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 05-0409D, Volume 29, Number 3. JF - EPA number: 060390, Final EIS--662 pages and maps, Plates-60 pages (Oversize), Comments & Responses--268 pages, September 21, 2006 PY - 2006 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-04-02-F KW - Birds KW - Coal KW - Cost Assessments KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Mineral Resources KW - Railroads KW - Ranges KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Streams KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Pennsylvania KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824780?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHERN+BELTWAY+TRANSPORTATION+PROJECT%2C+ROUTE+22+TO+INTERSTATE+79%2C+ALLEGHENY+AND+WASHINGTON+COUNTIES%2C+PENNSYLVANIA.&rft.title=SOUTHERN+BELTWAY+TRANSPORTATION+PROJECT%2C+ROUTE+22+TO+INTERSTATE+79%2C+ALLEGHENY+AND+WASHINGTON+COUNTIES%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: September 21, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHERN BELTWAY TRANSPORTATION PROJECT, ROUTE 22 TO INTERSTATE 79, ALLEGHENY AND WASHINGTON COUNTIES, PENNSYLVANIA. [Part 3 of 4] T2 - SOUTHERN BELTWAY TRANSPORTATION PROJECT, ROUTE 22 TO INTERSTATE 79, ALLEGHENY AND WASHINGTON COUNTIES, PENNSYLVANIA. AN - 756824774; 12260-060390_0003 AB - PURPOSE: The implementation of the Southern Beltway Transportation Project, extending from US 22 to Interstate 79 (I-79), in Allegheny and Washington counties, Pennsylvania is proposed. The overall program of improvements has been designated as three separate projects for independent development and environmental review, based on logical project termini, differing project needs, and differing scheduling and funding opportunities. Each of the three projects is self-standing; that is, each project has independent utility that would not curtail or obligate improvements in the other project areas along the corridor. Nonetheless, these projects are being planned so they can work together as a cohesive system for regional benefit. This EIS addresses the Southern Beltway program, incorporating all three individual transportation projects. In addition to the first proposal, this EIS considers a four-lane, limited access highway from Pennsylvania Route 60 to US 22 and a similar facility from Interstate 79 to Mon/Fayette Expressway. The focus of the EIS is, however, on the project extending from US 22 to I-79; it is the impacts of this component of the system that are covered in the EIS process. Three new toll road alternatives and a No-Build alternative are considered in this final EIS. All of the toll road alternatives would provide four-lane, limited-access toll highways extending approximately 13 miles from US 22 in the Robinson Township of Washington Count to I-79 in the Southern Fayette Township of Allegheny Count and the Cecil Township of Washington County. The preferred alternative (Alternative B2) would provide for 12.88 miles of four-lane toll way. Construction cost for the preferred alternative is estimated at $647.0 million in 2011 dollars. POSITIVE IMPACTS: The three projects would provide a 30-mile network of transportation improvements in the area to support economic development in southwestern Pennsylvania and the improve east-west mobility in the circumferential corridor south and west of the cit of Pittsburg. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement 76 residences, eight businesses, and one community facility, as well as 99 acres of productive agricultural land, 21 acres of agricultural security area, 6.64 acres of wetlands across 66 wetland sites, seven acres of floodplain, 739 acres of forest, 232 acres of rangeland, and 36 acres of grassland. Approximately 5,78 feet of perennial stream would be lost of covered with culvert structures. The habitat of one federally listed species, the short-eared owl, would be affected. Potential for reduction of access to coal mines would be low. One railroad crossing would be necessary, but it would not be an at-grade crossing. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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 05-0409D, Volume 29, Number 3. JF - EPA number: 060390, Final EIS--662 pages and maps, Plates-60 pages (Oversize), Comments & Responses--268 pages, September 21, 2006 PY - 2006 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-04-02-F KW - Birds KW - Coal KW - Cost Assessments KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Mineral Resources KW - Railroads KW - Ranges KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Streams KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Pennsylvania KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824774?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHERN+BELTWAY+TRANSPORTATION+PROJECT%2C+ROUTE+22+TO+INTERSTATE+79%2C+ALLEGHENY+AND+WASHINGTON+COUNTIES%2C+PENNSYLVANIA.&rft.title=SOUTHERN+BELTWAY+TRANSPORTATION+PROJECT%2C+ROUTE+22+TO+INTERSTATE+79%2C+ALLEGHENY+AND+WASHINGTON+COUNTIES%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: September 21, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHERN BELTWAY TRANSPORTATION PROJECT, ROUTE 22 TO INTERSTATE 79, ALLEGHENY AND WASHINGTON COUNTIES, PENNSYLVANIA. [Part 2 of 4] T2 - SOUTHERN BELTWAY TRANSPORTATION PROJECT, ROUTE 22 TO INTERSTATE 79, ALLEGHENY AND WASHINGTON COUNTIES, PENNSYLVANIA. AN - 756824423; 12260-060390_0002 AB - PURPOSE: The implementation of the Southern Beltway Transportation Project, extending from US 22 to Interstate 79 (I-79), in Allegheny and Washington counties, Pennsylvania is proposed. The overall program of improvements has been designated as three separate projects for independent development and environmental review, based on logical project termini, differing project needs, and differing scheduling and funding opportunities. Each of the three projects is self-standing; that is, each project has independent utility that would not curtail or obligate improvements in the other project areas along the corridor. Nonetheless, these projects are being planned so they can work together as a cohesive system for regional benefit. This EIS addresses the Southern Beltway program, incorporating all three individual transportation projects. In addition to the first proposal, this EIS considers a four-lane, limited access highway from Pennsylvania Route 60 to US 22 and a similar facility from Interstate 79 to Mon/Fayette Expressway. The focus of the EIS is, however, on the project extending from US 22 to I-79; it is the impacts of this component of the system that are covered in the EIS process. Three new toll road alternatives and a No-Build alternative are considered in this final EIS. All of the toll road alternatives would provide four-lane, limited-access toll highways extending approximately 13 miles from US 22 in the Robinson Township of Washington Count to I-79 in the Southern Fayette Township of Allegheny Count and the Cecil Township of Washington County. The preferred alternative (Alternative B2) would provide for 12.88 miles of four-lane toll way. Construction cost for the preferred alternative is estimated at $647.0 million in 2011 dollars. POSITIVE IMPACTS: The three projects would provide a 30-mile network of transportation improvements in the area to support economic development in southwestern Pennsylvania and the improve east-west mobility in the circumferential corridor south and west of the cit of Pittsburg. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement 76 residences, eight businesses, and one community facility, as well as 99 acres of productive agricultural land, 21 acres of agricultural security area, 6.64 acres of wetlands across 66 wetland sites, seven acres of floodplain, 739 acres of forest, 232 acres of rangeland, and 36 acres of grassland. Approximately 5,78 feet of perennial stream would be lost of covered with culvert structures. The habitat of one federally listed species, the short-eared owl, would be affected. Potential for reduction of access to coal mines would be low. One railroad crossing would be necessary, but it would not be an at-grade crossing. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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 05-0409D, Volume 29, Number 3. JF - EPA number: 060390, Final EIS--662 pages and maps, Plates-60 pages (Oversize), Comments & Responses--268 pages, September 21, 2006 PY - 2006 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-04-02-F KW - Birds KW - Coal KW - Cost Assessments KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Mineral Resources KW - Railroads KW - Ranges KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Streams KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Pennsylvania KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824423?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHERN+BELTWAY+TRANSPORTATION+PROJECT%2C+ROUTE+22+TO+INTERSTATE+79%2C+ALLEGHENY+AND+WASHINGTON+COUNTIES%2C+PENNSYLVANIA.&rft.title=SOUTHERN+BELTWAY+TRANSPORTATION+PROJECT%2C+ROUTE+22+TO+INTERSTATE+79%2C+ALLEGHENY+AND+WASHINGTON+COUNTIES%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: September 21, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHERN BELTWAY TRANSPORTATION PROJECT, ROUTE 22 TO INTERSTATE 79, ALLEGHENY AND WASHINGTON COUNTIES, PENNSYLVANIA. [Part 1 of 4] T2 - SOUTHERN BELTWAY TRANSPORTATION PROJECT, ROUTE 22 TO INTERSTATE 79, ALLEGHENY AND WASHINGTON COUNTIES, PENNSYLVANIA. AN - 756824376; 12260-060390_0001 AB - PURPOSE: The implementation of the Southern Beltway Transportation Project, extending from US 22 to Interstate 79 (I-79), in Allegheny and Washington counties, Pennsylvania is proposed. The overall program of improvements has been designated as three separate projects for independent development and environmental review, based on logical project termini, differing project needs, and differing scheduling and funding opportunities. Each of the three projects is self-standing; that is, each project has independent utility that would not curtail or obligate improvements in the other project areas along the corridor. Nonetheless, these projects are being planned so they can work together as a cohesive system for regional benefit. This EIS addresses the Southern Beltway program, incorporating all three individual transportation projects. In addition to the first proposal, this EIS considers a four-lane, limited access highway from Pennsylvania Route 60 to US 22 and a similar facility from Interstate 79 to Mon/Fayette Expressway. The focus of the EIS is, however, on the project extending from US 22 to I-79; it is the impacts of this component of the system that are covered in the EIS process. Three new toll road alternatives and a No-Build alternative are considered in this final EIS. All of the toll road alternatives would provide four-lane, limited-access toll highways extending approximately 13 miles from US 22 in the Robinson Township of Washington Count to I-79 in the Southern Fayette Township of Allegheny Count and the Cecil Township of Washington County. The preferred alternative (Alternative B2) would provide for 12.88 miles of four-lane toll way. Construction cost for the preferred alternative is estimated at $647.0 million in 2011 dollars. POSITIVE IMPACTS: The three projects would provide a 30-mile network of transportation improvements in the area to support economic development in southwestern Pennsylvania and the improve east-west mobility in the circumferential corridor south and west of the cit of Pittsburg. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement 76 residences, eight businesses, and one community facility, as well as 99 acres of productive agricultural land, 21 acres of agricultural security area, 6.64 acres of wetlands across 66 wetland sites, seven acres of floodplain, 739 acres of forest, 232 acres of rangeland, and 36 acres of grassland. Approximately 5,78 feet of perennial stream would be lost of covered with culvert structures. The habitat of one federally listed species, the short-eared owl, would be affected. Potential for reduction of access to coal mines would be low. One railroad crossing would be necessary, but it would not be an at-grade crossing. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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 05-0409D, Volume 29, Number 3. JF - EPA number: 060390, Final EIS--662 pages and maps, Plates-60 pages (Oversize), Comments & Responses--268 pages, September 21, 2006 PY - 2006 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-04-02-F KW - Birds KW - Coal KW - Cost Assessments KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Mineral Resources KW - Railroads KW - Ranges KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Streams KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Pennsylvania KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824376?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHERN+BELTWAY+TRANSPORTATION+PROJECT%2C+ROUTE+22+TO+INTERSTATE+79%2C+ALLEGHENY+AND+WASHINGTON+COUNTIES%2C+PENNSYLVANIA.&rft.title=SOUTHERN+BELTWAY+TRANSPORTATION+PROJECT%2C+ROUTE+22+TO+INTERSTATE+79%2C+ALLEGHENY+AND+WASHINGTON+COUNTIES%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: September 21, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTHERN BELTWAY TRANSPORTATION PROJECT, ROUTE 22 TO INTERSTATE 79, ALLEGHENY AND WASHINGTON COUNTIES, PENNSYLVANIA. AN - 36347671; 12260 AB - PURPOSE: The implementation of the Southern Beltway Transportation Project, extending from US 22 to Interstate 79 (I-79), in Allegheny and Washington counties, Pennsylvania is proposed. The overall program of improvements has been designated as three separate projects for independent development and environmental review, based on logical project termini, differing project needs, and differing scheduling and funding opportunities. Each of the three projects is self-standing; that is, each project has independent utility that would not curtail or obligate improvements in the other project areas along the corridor. Nonetheless, these projects are being planned so they can work together as a cohesive system for regional benefit. This EIS addresses the Southern Beltway program, incorporating all three individual transportation projects. In addition to the first proposal, this EIS considers a four-lane, limited access highway from Pennsylvania Route 60 to US 22 and a similar facility from Interstate 79 to Mon/Fayette Expressway. The focus of the EIS is, however, on the project extending from US 22 to I-79; it is the impacts of this component of the system that are covered in the EIS process. Three new toll road alternatives and a No-Build alternative are considered in this final EIS. All of the toll road alternatives would provide four-lane, limited-access toll highways extending approximately 13 miles from US 22 in the Robinson Township of Washington Count to I-79 in the Southern Fayette Township of Allegheny Count and the Cecil Township of Washington County. The preferred alternative (Alternative B2) would provide for 12.88 miles of four-lane toll way. Construction cost for the preferred alternative is estimated at $647.0 million in 2011 dollars. POSITIVE IMPACTS: The three projects would provide a 30-mile network of transportation improvements in the area to support economic development in southwestern Pennsylvania and the improve east-west mobility in the circumferential corridor south and west of the cit of Pittsburg. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement 76 residences, eight businesses, and one community facility, as well as 99 acres of productive agricultural land, 21 acres of agricultural security area, 6.64 acres of wetlands across 66 wetland sites, seven acres of floodplain, 739 acres of forest, 232 acres of rangeland, and 36 acres of grassland. Approximately 5,78 feet of perennial stream would be lost of covered with culvert structures. The habitat of one federally listed species, the short-eared owl, would be affected. Potential for reduction of access to coal mines would be low. One railroad crossing would be necessary, but it would not be an at-grade crossing. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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 05-0409D, Volume 29, Number 3. JF - EPA number: 060390, Final EIS--662 pages and maps, Plates-60 pages (Oversize), Comments & Responses--268 pages, September 21, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-04-02-F KW - Birds KW - Coal KW - Cost Assessments KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Mineral Resources KW - Railroads KW - Ranges KW - Relocations-Property Acquisitions KW - Section 404(b) Statements KW - Streams KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Pennsylvania KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347671?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHERN+BELTWAY+TRANSPORTATION+PROJECT%2C+ROUTE+22+TO+INTERSTATE+79%2C+ALLEGHENY+AND+WASHINGTON+COUNTIES%2C+PENNSYLVANIA.&rft.title=SOUTHERN+BELTWAY+TRANSPORTATION+PROJECT%2C+ROUTE+22+TO+INTERSTATE+79%2C+ALLEGHENY+AND+WASHINGTON+COUNTIES%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: September 21, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. AN - 36412447; 13113 AB - PURPOSE: The construction of a bridge across the Knick Arm to provide improved access between the municipality of Anchorage and the Matanuska-Susitna Borough (Mat-Su) is proposed. Nine alternatives, including a No Action Alternative (Alternative ?), are considered in this draft EIS. All of the build alternatives include roadways, a bridge, and a cut-and-cover tunnel under Government Hill. The terminus on the Mat-Su side of Knik Arm is the intersection of Point McKenzie and Burma roads, while the terminus on the Anchorage side is the Ingra Street-Gambell Street Couplet at Third Avenue. The preferred alternative would feature an 8,200-foot-long bridge, pier supported bridge. The bridge approach route on the Mat-Su side would be Point MacKenzie Road, from the intersection with Burma Road south of Port MacKenzie and a northern corridor through the Port District. The Anchorage approach to the bridge would e a cut-and-cover tunnel under Government Hill below either Degan Street of Erickson Street. Either the Degan or Erickson alternative would become the connection to the Ingra Street-Gambell Street Couplet and, ultimately, to the proposed reconstructed couplet. Construction phasing would be based on traffic demand, beginning with a two-lane facility and resulting ultimately in a four-lane facility by the design year of 2030. The Erickson Alternative has been identified as the preferred alternative. POSITIVE IMPACTS: In addition to providing safe, efficient access to Anchorage for the residents of Mat-su, the new road would provide support to the Port of Anchorage expansion project, the Port MacKenzie Development, and several plans for development in the Upper Cook Inlet region. NEGATIVE IMPACTS: Rights-of-way acquisitions would result in the displacement of small parcels of forested land, sedge and grass habitat, and scrub/shrub vegetation, as well as privately owned parcels and could require the relocation of residences, commercial and industrial units, and nonprofit organizations. Essential fish habitat, including subtidal waters and estuarine shores and mudflats, could be displaced. The project could affect three structures of significance in the Government Hill Historic District, one Alaskan Native fish camp, a community dance club, Harvard Park, and Sunset Park. Hazardous materials sites would be encountered during construction. LEGAL MANDATES: Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0586D, Volume 30, Number 4. JF - EPA number: 080011, Final EIS (Volume 1)--691 pages and maps, Final EIS (Volume 2)--631 pages and maps, Appendices (Volume 1)--741 pages, Appendices (Volume II)--799 pages, CD-ROM, September 8, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-06-01-F KW - Bridges KW - Cultural Resources Surveys KW - Highways KW - Highway Structures KW - Islands KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Alaska KW - Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36412447?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.title=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: September 8, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. [Part 11 of 22] T2 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. AN - 36390052; 13113-080011_0011 AB - PURPOSE: The construction of a bridge across the Knick Arm to provide improved access between the municipality of Anchorage and the Matanuska-Susitna Borough (Mat-Su) is proposed. Nine alternatives, including a No Action Alternative (Alternative ?), are considered in this draft EIS. All of the build alternatives include roadways, a bridge, and a cut-and-cover tunnel under Government Hill. The terminus on the Mat-Su side of Knik Arm is the intersection of Point McKenzie and Burma roads, while the terminus on the Anchorage side is the Ingra Street-Gambell Street Couplet at Third Avenue. The preferred alternative would feature an 8,200-foot-long bridge, pier supported bridge. The bridge approach route on the Mat-Su side would be Point MacKenzie Road, from the intersection with Burma Road south of Port MacKenzie and a northern corridor through the Port District. The Anchorage approach to the bridge would e a cut-and-cover tunnel under Government Hill below either Degan Street of Erickson Street. Either the Degan or Erickson alternative would become the connection to the Ingra Street-Gambell Street Couplet and, ultimately, to the proposed reconstructed couplet. Construction phasing would be based on traffic demand, beginning with a two-lane facility and resulting ultimately in a four-lane facility by the design year of 2030. The Erickson Alternative has been identified as the preferred alternative. POSITIVE IMPACTS: In addition to providing safe, efficient access to Anchorage for the residents of Mat-su, the new road would provide support to the Port of Anchorage expansion project, the Port MacKenzie Development, and several plans for development in the Upper Cook Inlet region. NEGATIVE IMPACTS: Rights-of-way acquisitions would result in the displacement of small parcels of forested land, sedge and grass habitat, and scrub/shrub vegetation, as well as privately owned parcels and could require the relocation of residences, commercial and industrial units, and nonprofit organizations. Essential fish habitat, including subtidal waters and estuarine shores and mudflats, could be displaced. The project could affect three structures of significance in the Government Hill Historic District, one Alaskan Native fish camp, a community dance club, Harvard Park, and Sunset Park. Hazardous materials sites would be encountered during construction. LEGAL MANDATES: Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0586D, Volume 30, Number 4. JF - EPA number: 080011, Final EIS (Volume 1)--691 pages and maps, Final EIS (Volume 2)--631 pages and maps, Appendices (Volume 1)--741 pages, Appendices (Volume II)--799 pages, CD-ROM, September 8, 2006 PY - 2006 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-06-01-F KW - Bridges KW - Cultural Resources Surveys KW - Highways KW - Highway Structures KW - Islands KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Alaska KW - Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36390052?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.title=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: September 8, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. [Part 14 of 22] T2 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. AN - 36390046; 13113-080011_0014 AB - PURPOSE: The construction of a bridge across the Knick Arm to provide improved access between the municipality of Anchorage and the Matanuska-Susitna Borough (Mat-Su) is proposed. Nine alternatives, including a No Action Alternative (Alternative ?), are considered in this draft EIS. All of the build alternatives include roadways, a bridge, and a cut-and-cover tunnel under Government Hill. The terminus on the Mat-Su side of Knik Arm is the intersection of Point McKenzie and Burma roads, while the terminus on the Anchorage side is the Ingra Street-Gambell Street Couplet at Third Avenue. The preferred alternative would feature an 8,200-foot-long bridge, pier supported bridge. The bridge approach route on the Mat-Su side would be Point MacKenzie Road, from the intersection with Burma Road south of Port MacKenzie and a northern corridor through the Port District. The Anchorage approach to the bridge would e a cut-and-cover tunnel under Government Hill below either Degan Street of Erickson Street. Either the Degan or Erickson alternative would become the connection to the Ingra Street-Gambell Street Couplet and, ultimately, to the proposed reconstructed couplet. Construction phasing would be based on traffic demand, beginning with a two-lane facility and resulting ultimately in a four-lane facility by the design year of 2030. The Erickson Alternative has been identified as the preferred alternative. POSITIVE IMPACTS: In addition to providing safe, efficient access to Anchorage for the residents of Mat-su, the new road would provide support to the Port of Anchorage expansion project, the Port MacKenzie Development, and several plans for development in the Upper Cook Inlet region. NEGATIVE IMPACTS: Rights-of-way acquisitions would result in the displacement of small parcels of forested land, sedge and grass habitat, and scrub/shrub vegetation, as well as privately owned parcels and could require the relocation of residences, commercial and industrial units, and nonprofit organizations. Essential fish habitat, including subtidal waters and estuarine shores and mudflats, could be displaced. The project could affect three structures of significance in the Government Hill Historic District, one Alaskan Native fish camp, a community dance club, Harvard Park, and Sunset Park. Hazardous materials sites would be encountered during construction. LEGAL MANDATES: Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0586D, Volume 30, Number 4. JF - EPA number: 080011, Final EIS (Volume 1)--691 pages and maps, Final EIS (Volume 2)--631 pages and maps, Appendices (Volume 1)--741 pages, Appendices (Volume II)--799 pages, CD-ROM, September 8, 2006 PY - 2006 VL - 14 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-06-01-F KW - Bridges KW - Cultural Resources Surveys KW - Highways KW - Highway Structures KW - Islands KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Alaska KW - Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36390046?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Roger&rft.date=1992-01-01&rft.volume=23&rft.issue=4&rft.spage=284&rft.isbn=&rft.btitle=&rft.title=Industrial+Relations+Journal&rft.issn=00198692&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: September 8, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. [Part /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20081230//080011/080011_0010.txt of 22] T2 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. AN - 36389950; 13113-080011_0010 AB - PURPOSE: The construction of a bridge across the Knick Arm to provide improved access between the municipality of Anchorage and the Matanuska-Susitna Borough (Mat-Su) is proposed. Nine alternatives, including a No Action Alternative (Alternative ?), are considered in this draft EIS. All of the build alternatives include roadways, a bridge, and a cut-and-cover tunnel under Government Hill. The terminus on the Mat-Su side of Knik Arm is the intersection of Point McKenzie and Burma roads, while the terminus on the Anchorage side is the Ingra Street-Gambell Street Couplet at Third Avenue. The preferred alternative would feature an 8,200-foot-long bridge, pier supported bridge. The bridge approach route on the Mat-Su side would be Point MacKenzie Road, from the intersection with Burma Road south of Port MacKenzie and a northern corridor through the Port District. The Anchorage approach to the bridge would e a cut-and-cover tunnel under Government Hill below either Degan Street of Erickson Street. Either the Degan or Erickson alternative would become the connection to the Ingra Street-Gambell Street Couplet and, ultimately, to the proposed reconstructed couplet. Construction phasing would be based on traffic demand, beginning with a two-lane facility and resulting ultimately in a four-lane facility by the design year of 2030. The Erickson Alternative has been identified as the preferred alternative. POSITIVE IMPACTS: In addition to providing safe, efficient access to Anchorage for the residents of Mat-su, the new road would provide support to the Port of Anchorage expansion project, the Port MacKenzie Development, and several plans for development in the Upper Cook Inlet region. NEGATIVE IMPACTS: Rights-of-way acquisitions would result in the displacement of small parcels of forested land, sedge and grass habitat, and scrub/shrub vegetation, as well as privately owned parcels and could require the relocation of residences, commercial and industrial units, and nonprofit organizations. Essential fish habitat, including subtidal waters and estuarine shores and mudflats, could be displaced. The project could affect three structures of significance in the Government Hill Historic District, one Alaskan Native fish camp, a community dance club, Harvard Park, and Sunset Park. Hazardous materials sites would be encountered during construction. LEGAL MANDATES: Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0586D, Volume 30, Number 4. JF - EPA number: 080011, Final EIS (Volume 1)--691 pages and maps, Final EIS (Volume 2)--631 pages and maps, Appendices (Volume 1)--741 pages, Appendices (Volume II)--799 pages, CD-ROM, September 8, 2006 PY - 2006 VL - /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20081230//080011/080011_0010.txt KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-06-01-F KW - Bridges KW - Cultural Resources Surveys KW - Highways KW - Highway Structures KW - Islands KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Alaska KW - Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36389950?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.title=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: September 8, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. [Part 16 of 22] T2 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. AN - 36389809; 13113-080011_0016 AB - PURPOSE: The construction of a bridge across the Knick Arm to provide improved access between the municipality of Anchorage and the Matanuska-Susitna Borough (Mat-Su) is proposed. Nine alternatives, including a No Action Alternative (Alternative ?), are considered in this draft EIS. All of the build alternatives include roadways, a bridge, and a cut-and-cover tunnel under Government Hill. The terminus on the Mat-Su side of Knik Arm is the intersection of Point McKenzie and Burma roads, while the terminus on the Anchorage side is the Ingra Street-Gambell Street Couplet at Third Avenue. The preferred alternative would feature an 8,200-foot-long bridge, pier supported bridge. The bridge approach route on the Mat-Su side would be Point MacKenzie Road, from the intersection with Burma Road south of Port MacKenzie and a northern corridor through the Port District. The Anchorage approach to the bridge would e a cut-and-cover tunnel under Government Hill below either Degan Street of Erickson Street. Either the Degan or Erickson alternative would become the connection to the Ingra Street-Gambell Street Couplet and, ultimately, to the proposed reconstructed couplet. Construction phasing would be based on traffic demand, beginning with a two-lane facility and resulting ultimately in a four-lane facility by the design year of 2030. The Erickson Alternative has been identified as the preferred alternative. POSITIVE IMPACTS: In addition to providing safe, efficient access to Anchorage for the residents of Mat-su, the new road would provide support to the Port of Anchorage expansion project, the Port MacKenzie Development, and several plans for development in the Upper Cook Inlet region. NEGATIVE IMPACTS: Rights-of-way acquisitions would result in the displacement of small parcels of forested land, sedge and grass habitat, and scrub/shrub vegetation, as well as privately owned parcels and could require the relocation of residences, commercial and industrial units, and nonprofit organizations. Essential fish habitat, including subtidal waters and estuarine shores and mudflats, could be displaced. The project could affect three structures of significance in the Government Hill Historic District, one Alaskan Native fish camp, a community dance club, Harvard Park, and Sunset Park. Hazardous materials sites would be encountered during construction. LEGAL MANDATES: Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0586D, Volume 30, Number 4. JF - EPA number: 080011, Final EIS (Volume 1)--691 pages and maps, Final EIS (Volume 2)--631 pages and maps, Appendices (Volume 1)--741 pages, Appendices (Volume II)--799 pages, CD-ROM, September 8, 2006 PY - 2006 VL - 16 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-06-01-F KW - Bridges KW - Cultural Resources Surveys KW - Highways KW - Highway Structures KW - Islands KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Alaska KW - Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36389809?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.title=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: September 8, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. [Part 5 of 22] T2 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. AN - 36381616; 13113-080011_0005 AB - PURPOSE: The construction of a bridge across the Knick Arm to provide improved access between the municipality of Anchorage and the Matanuska-Susitna Borough (Mat-Su) is proposed. Nine alternatives, including a No Action Alternative (Alternative ?), are considered in this draft EIS. All of the build alternatives include roadways, a bridge, and a cut-and-cover tunnel under Government Hill. The terminus on the Mat-Su side of Knik Arm is the intersection of Point McKenzie and Burma roads, while the terminus on the Anchorage side is the Ingra Street-Gambell Street Couplet at Third Avenue. The preferred alternative would feature an 8,200-foot-long bridge, pier supported bridge. The bridge approach route on the Mat-Su side would be Point MacKenzie Road, from the intersection with Burma Road south of Port MacKenzie and a northern corridor through the Port District. The Anchorage approach to the bridge would e a cut-and-cover tunnel under Government Hill below either Degan Street of Erickson Street. Either the Degan or Erickson alternative would become the connection to the Ingra Street-Gambell Street Couplet and, ultimately, to the proposed reconstructed couplet. Construction phasing would be based on traffic demand, beginning with a two-lane facility and resulting ultimately in a four-lane facility by the design year of 2030. The Erickson Alternative has been identified as the preferred alternative. POSITIVE IMPACTS: In addition to providing safe, efficient access to Anchorage for the residents of Mat-su, the new road would provide support to the Port of Anchorage expansion project, the Port MacKenzie Development, and several plans for development in the Upper Cook Inlet region. NEGATIVE IMPACTS: Rights-of-way acquisitions would result in the displacement of small parcels of forested land, sedge and grass habitat, and scrub/shrub vegetation, as well as privately owned parcels and could require the relocation of residences, commercial and industrial units, and nonprofit organizations. Essential fish habitat, including subtidal waters and estuarine shores and mudflats, could be displaced. The project could affect three structures of significance in the Government Hill Historic District, one Alaskan Native fish camp, a community dance club, Harvard Park, and Sunset Park. Hazardous materials sites would be encountered during construction. LEGAL MANDATES: Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0586D, Volume 30, Number 4. JF - EPA number: 080011, Final EIS (Volume 1)--691 pages and maps, Final EIS (Volume 2)--631 pages and maps, Appendices (Volume 1)--741 pages, Appendices (Volume II)--799 pages, CD-ROM, September 8, 2006 PY - 2006 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-06-01-F KW - Bridges KW - Cultural Resources Surveys KW - Highways KW - Highway Structures KW - Islands KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Alaska KW - Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381616?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.title=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: September 8, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. [Part 12 of 22] T2 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. AN - 36381529; 13113-080011_0012 AB - PURPOSE: The construction of a bridge across the Knick Arm to provide improved access between the municipality of Anchorage and the Matanuska-Susitna Borough (Mat-Su) is proposed. Nine alternatives, including a No Action Alternative (Alternative ?), are considered in this draft EIS. All of the build alternatives include roadways, a bridge, and a cut-and-cover tunnel under Government Hill. The terminus on the Mat-Su side of Knik Arm is the intersection of Point McKenzie and Burma roads, while the terminus on the Anchorage side is the Ingra Street-Gambell Street Couplet at Third Avenue. The preferred alternative would feature an 8,200-foot-long bridge, pier supported bridge. The bridge approach route on the Mat-Su side would be Point MacKenzie Road, from the intersection with Burma Road south of Port MacKenzie and a northern corridor through the Port District. The Anchorage approach to the bridge would e a cut-and-cover tunnel under Government Hill below either Degan Street of Erickson Street. Either the Degan or Erickson alternative would become the connection to the Ingra Street-Gambell Street Couplet and, ultimately, to the proposed reconstructed couplet. Construction phasing would be based on traffic demand, beginning with a two-lane facility and resulting ultimately in a four-lane facility by the design year of 2030. The Erickson Alternative has been identified as the preferred alternative. POSITIVE IMPACTS: In addition to providing safe, efficient access to Anchorage for the residents of Mat-su, the new road would provide support to the Port of Anchorage expansion project, the Port MacKenzie Development, and several plans for development in the Upper Cook Inlet region. NEGATIVE IMPACTS: Rights-of-way acquisitions would result in the displacement of small parcels of forested land, sedge and grass habitat, and scrub/shrub vegetation, as well as privately owned parcels and could require the relocation of residences, commercial and industrial units, and nonprofit organizations. Essential fish habitat, including subtidal waters and estuarine shores and mudflats, could be displaced. The project could affect three structures of significance in the Government Hill Historic District, one Alaskan Native fish camp, a community dance club, Harvard Park, and Sunset Park. Hazardous materials sites would be encountered during construction. LEGAL MANDATES: Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0586D, Volume 30, Number 4. JF - EPA number: 080011, Final EIS (Volume 1)--691 pages and maps, Final EIS (Volume 2)--631 pages and maps, Appendices (Volume 1)--741 pages, Appendices (Volume II)--799 pages, CD-ROM, September 8, 2006 PY - 2006 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-06-01-F KW - Bridges KW - Cultural Resources Surveys KW - Highways KW - Highway Structures KW - Islands KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Alaska KW - Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381529?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.title=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: September 8, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. [Part 22 of 22] T2 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. AN - 36381496; 13113-080011_0022 AB - PURPOSE: The construction of a bridge across the Knick Arm to provide improved access between the municipality of Anchorage and the Matanuska-Susitna Borough (Mat-Su) is proposed. Nine alternatives, including a No Action Alternative (Alternative ?), are considered in this draft EIS. All of the build alternatives include roadways, a bridge, and a cut-and-cover tunnel under Government Hill. The terminus on the Mat-Su side of Knik Arm is the intersection of Point McKenzie and Burma roads, while the terminus on the Anchorage side is the Ingra Street-Gambell Street Couplet at Third Avenue. The preferred alternative would feature an 8,200-foot-long bridge, pier supported bridge. The bridge approach route on the Mat-Su side would be Point MacKenzie Road, from the intersection with Burma Road south of Port MacKenzie and a northern corridor through the Port District. The Anchorage approach to the bridge would e a cut-and-cover tunnel under Government Hill below either Degan Street of Erickson Street. Either the Degan or Erickson alternative would become the connection to the Ingra Street-Gambell Street Couplet and, ultimately, to the proposed reconstructed couplet. Construction phasing would be based on traffic demand, beginning with a two-lane facility and resulting ultimately in a four-lane facility by the design year of 2030. The Erickson Alternative has been identified as the preferred alternative. POSITIVE IMPACTS: In addition to providing safe, efficient access to Anchorage for the residents of Mat-su, the new road would provide support to the Port of Anchorage expansion project, the Port MacKenzie Development, and several plans for development in the Upper Cook Inlet region. NEGATIVE IMPACTS: Rights-of-way acquisitions would result in the displacement of small parcels of forested land, sedge and grass habitat, and scrub/shrub vegetation, as well as privately owned parcels and could require the relocation of residences, commercial and industrial units, and nonprofit organizations. Essential fish habitat, including subtidal waters and estuarine shores and mudflats, could be displaced. The project could affect three structures of significance in the Government Hill Historic District, one Alaskan Native fish camp, a community dance club, Harvard Park, and Sunset Park. Hazardous materials sites would be encountered during construction. LEGAL MANDATES: Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0586D, Volume 30, Number 4. JF - EPA number: 080011, Final EIS (Volume 1)--691 pages and maps, Final EIS (Volume 2)--631 pages and maps, Appendices (Volume 1)--741 pages, Appendices (Volume II)--799 pages, CD-ROM, September 8, 2006 PY - 2006 VL - 22 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-06-01-F KW - Bridges KW - Cultural Resources Surveys KW - Highways KW - Highway Structures KW - Islands KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Alaska KW - Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381496?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.title=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: September 8, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. [Part 8 of 22] T2 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. AN - 36381124; 13113-080011_0008 AB - PURPOSE: The construction of a bridge across the Knick Arm to provide improved access between the municipality of Anchorage and the Matanuska-Susitna Borough (Mat-Su) is proposed. Nine alternatives, including a No Action Alternative (Alternative ?), are considered in this draft EIS. All of the build alternatives include roadways, a bridge, and a cut-and-cover tunnel under Government Hill. The terminus on the Mat-Su side of Knik Arm is the intersection of Point McKenzie and Burma roads, while the terminus on the Anchorage side is the Ingra Street-Gambell Street Couplet at Third Avenue. The preferred alternative would feature an 8,200-foot-long bridge, pier supported bridge. The bridge approach route on the Mat-Su side would be Point MacKenzie Road, from the intersection with Burma Road south of Port MacKenzie and a northern corridor through the Port District. The Anchorage approach to the bridge would e a cut-and-cover tunnel under Government Hill below either Degan Street of Erickson Street. Either the Degan or Erickson alternative would become the connection to the Ingra Street-Gambell Street Couplet and, ultimately, to the proposed reconstructed couplet. Construction phasing would be based on traffic demand, beginning with a two-lane facility and resulting ultimately in a four-lane facility by the design year of 2030. The Erickson Alternative has been identified as the preferred alternative. POSITIVE IMPACTS: In addition to providing safe, efficient access to Anchorage for the residents of Mat-su, the new road would provide support to the Port of Anchorage expansion project, the Port MacKenzie Development, and several plans for development in the Upper Cook Inlet region. NEGATIVE IMPACTS: Rights-of-way acquisitions would result in the displacement of small parcels of forested land, sedge and grass habitat, and scrub/shrub vegetation, as well as privately owned parcels and could require the relocation of residences, commercial and industrial units, and nonprofit organizations. Essential fish habitat, including subtidal waters and estuarine shores and mudflats, could be displaced. The project could affect three structures of significance in the Government Hill Historic District, one Alaskan Native fish camp, a community dance club, Harvard Park, and Sunset Park. Hazardous materials sites would be encountered during construction. LEGAL MANDATES: Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0586D, Volume 30, Number 4. JF - EPA number: 080011, Final EIS (Volume 1)--691 pages and maps, Final EIS (Volume 2)--631 pages and maps, Appendices (Volume 1)--741 pages, Appendices (Volume II)--799 pages, CD-ROM, September 8, 2006 PY - 2006 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-06-01-F KW - Bridges KW - Cultural Resources Surveys KW - Highways KW - Highway Structures KW - Islands KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Alaska KW - Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381124?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.title=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: September 8, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. [Part 7 of 22] T2 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. AN - 36381055; 13113-080011_0007 AB - PURPOSE: The construction of a bridge across the Knick Arm to provide improved access between the municipality of Anchorage and the Matanuska-Susitna Borough (Mat-Su) is proposed. Nine alternatives, including a No Action Alternative (Alternative ?), are considered in this draft EIS. All of the build alternatives include roadways, a bridge, and a cut-and-cover tunnel under Government Hill. The terminus on the Mat-Su side of Knik Arm is the intersection of Point McKenzie and Burma roads, while the terminus on the Anchorage side is the Ingra Street-Gambell Street Couplet at Third Avenue. The preferred alternative would feature an 8,200-foot-long bridge, pier supported bridge. The bridge approach route on the Mat-Su side would be Point MacKenzie Road, from the intersection with Burma Road south of Port MacKenzie and a northern corridor through the Port District. The Anchorage approach to the bridge would e a cut-and-cover tunnel under Government Hill below either Degan Street of Erickson Street. Either the Degan or Erickson alternative would become the connection to the Ingra Street-Gambell Street Couplet and, ultimately, to the proposed reconstructed couplet. Construction phasing would be based on traffic demand, beginning with a two-lane facility and resulting ultimately in a four-lane facility by the design year of 2030. The Erickson Alternative has been identified as the preferred alternative. POSITIVE IMPACTS: In addition to providing safe, efficient access to Anchorage for the residents of Mat-su, the new road would provide support to the Port of Anchorage expansion project, the Port MacKenzie Development, and several plans for development in the Upper Cook Inlet region. NEGATIVE IMPACTS: Rights-of-way acquisitions would result in the displacement of small parcels of forested land, sedge and grass habitat, and scrub/shrub vegetation, as well as privately owned parcels and could require the relocation of residences, commercial and industrial units, and nonprofit organizations. Essential fish habitat, including subtidal waters and estuarine shores and mudflats, could be displaced. The project could affect three structures of significance in the Government Hill Historic District, one Alaskan Native fish camp, a community dance club, Harvard Park, and Sunset Park. Hazardous materials sites would be encountered during construction. LEGAL MANDATES: Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0586D, Volume 30, Number 4. JF - EPA number: 080011, Final EIS (Volume 1)--691 pages and maps, Final EIS (Volume 2)--631 pages and maps, Appendices (Volume 1)--741 pages, Appendices (Volume II)--799 pages, CD-ROM, September 8, 2006 PY - 2006 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-06-01-F KW - Bridges KW - Cultural Resources Surveys KW - Highways KW - Highway Structures KW - Islands KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Alaska KW - Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381055?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.title=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: September 8, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. [Part 2 of 22] T2 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. AN - 36380977; 13113-080011_0002 AB - PURPOSE: The construction of a bridge across the Knick Arm to provide improved access between the municipality of Anchorage and the Matanuska-Susitna Borough (Mat-Su) is proposed. Nine alternatives, including a No Action Alternative (Alternative ?), are considered in this draft EIS. All of the build alternatives include roadways, a bridge, and a cut-and-cover tunnel under Government Hill. The terminus on the Mat-Su side of Knik Arm is the intersection of Point McKenzie and Burma roads, while the terminus on the Anchorage side is the Ingra Street-Gambell Street Couplet at Third Avenue. The preferred alternative would feature an 8,200-foot-long bridge, pier supported bridge. The bridge approach route on the Mat-Su side would be Point MacKenzie Road, from the intersection with Burma Road south of Port MacKenzie and a northern corridor through the Port District. The Anchorage approach to the bridge would e a cut-and-cover tunnel under Government Hill below either Degan Street of Erickson Street. Either the Degan or Erickson alternative would become the connection to the Ingra Street-Gambell Street Couplet and, ultimately, to the proposed reconstructed couplet. Construction phasing would be based on traffic demand, beginning with a two-lane facility and resulting ultimately in a four-lane facility by the design year of 2030. The Erickson Alternative has been identified as the preferred alternative. POSITIVE IMPACTS: In addition to providing safe, efficient access to Anchorage for the residents of Mat-su, the new road would provide support to the Port of Anchorage expansion project, the Port MacKenzie Development, and several plans for development in the Upper Cook Inlet region. NEGATIVE IMPACTS: Rights-of-way acquisitions would result in the displacement of small parcels of forested land, sedge and grass habitat, and scrub/shrub vegetation, as well as privately owned parcels and could require the relocation of residences, commercial and industrial units, and nonprofit organizations. Essential fish habitat, including subtidal waters and estuarine shores and mudflats, could be displaced. The project could affect three structures of significance in the Government Hill Historic District, one Alaskan Native fish camp, a community dance club, Harvard Park, and Sunset Park. Hazardous materials sites would be encountered during construction. LEGAL MANDATES: Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0586D, Volume 30, Number 4. JF - EPA number: 080011, Final EIS (Volume 1)--691 pages and maps, Final EIS (Volume 2)--631 pages and maps, Appendices (Volume 1)--741 pages, Appendices (Volume II)--799 pages, CD-ROM, September 8, 2006 PY - 2006 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-06-01-F KW - Bridges KW - Cultural Resources Surveys KW - Highways KW - Highway Structures KW - Islands KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Alaska KW - Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380977?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.title=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: September 8, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. [Part 13 of 22] T2 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. AN - 36380883; 13113-080011_0013 AB - PURPOSE: The construction of a bridge across the Knick Arm to provide improved access between the municipality of Anchorage and the Matanuska-Susitna Borough (Mat-Su) is proposed. Nine alternatives, including a No Action Alternative (Alternative ?), are considered in this draft EIS. All of the build alternatives include roadways, a bridge, and a cut-and-cover tunnel under Government Hill. The terminus on the Mat-Su side of Knik Arm is the intersection of Point McKenzie and Burma roads, while the terminus on the Anchorage side is the Ingra Street-Gambell Street Couplet at Third Avenue. The preferred alternative would feature an 8,200-foot-long bridge, pier supported bridge. The bridge approach route on the Mat-Su side would be Point MacKenzie Road, from the intersection with Burma Road south of Port MacKenzie and a northern corridor through the Port District. The Anchorage approach to the bridge would e a cut-and-cover tunnel under Government Hill below either Degan Street of Erickson Street. Either the Degan or Erickson alternative would become the connection to the Ingra Street-Gambell Street Couplet and, ultimately, to the proposed reconstructed couplet. Construction phasing would be based on traffic demand, beginning with a two-lane facility and resulting ultimately in a four-lane facility by the design year of 2030. The Erickson Alternative has been identified as the preferred alternative. POSITIVE IMPACTS: In addition to providing safe, efficient access to Anchorage for the residents of Mat-su, the new road would provide support to the Port of Anchorage expansion project, the Port MacKenzie Development, and several plans for development in the Upper Cook Inlet region. NEGATIVE IMPACTS: Rights-of-way acquisitions would result in the displacement of small parcels of forested land, sedge and grass habitat, and scrub/shrub vegetation, as well as privately owned parcels and could require the relocation of residences, commercial and industrial units, and nonprofit organizations. Essential fish habitat, including subtidal waters and estuarine shores and mudflats, could be displaced. The project could affect three structures of significance in the Government Hill Historic District, one Alaskan Native fish camp, a community dance club, Harvard Park, and Sunset Park. Hazardous materials sites would be encountered during construction. LEGAL MANDATES: Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0586D, Volume 30, Number 4. JF - EPA number: 080011, Final EIS (Volume 1)--691 pages and maps, Final EIS (Volume 2)--631 pages and maps, Appendices (Volume 1)--741 pages, Appendices (Volume II)--799 pages, CD-ROM, September 8, 2006 PY - 2006 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-06-01-F KW - Bridges KW - Cultural Resources Surveys KW - Highways KW - Highway Structures KW - Islands KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Alaska KW - Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380883?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.title=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: September 8, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. [Part 4 of 22] T2 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. AN - 36380507; 13113-080011_0004 AB - PURPOSE: The construction of a bridge across the Knick Arm to provide improved access between the municipality of Anchorage and the Matanuska-Susitna Borough (Mat-Su) is proposed. Nine alternatives, including a No Action Alternative (Alternative ?), are considered in this draft EIS. All of the build alternatives include roadways, a bridge, and a cut-and-cover tunnel under Government Hill. The terminus on the Mat-Su side of Knik Arm is the intersection of Point McKenzie and Burma roads, while the terminus on the Anchorage side is the Ingra Street-Gambell Street Couplet at Third Avenue. The preferred alternative would feature an 8,200-foot-long bridge, pier supported bridge. The bridge approach route on the Mat-Su side would be Point MacKenzie Road, from the intersection with Burma Road south of Port MacKenzie and a northern corridor through the Port District. The Anchorage approach to the bridge would e a cut-and-cover tunnel under Government Hill below either Degan Street of Erickson Street. Either the Degan or Erickson alternative would become the connection to the Ingra Street-Gambell Street Couplet and, ultimately, to the proposed reconstructed couplet. Construction phasing would be based on traffic demand, beginning with a two-lane facility and resulting ultimately in a four-lane facility by the design year of 2030. The Erickson Alternative has been identified as the preferred alternative. POSITIVE IMPACTS: In addition to providing safe, efficient access to Anchorage for the residents of Mat-su, the new road would provide support to the Port of Anchorage expansion project, the Port MacKenzie Development, and several plans for development in the Upper Cook Inlet region. NEGATIVE IMPACTS: Rights-of-way acquisitions would result in the displacement of small parcels of forested land, sedge and grass habitat, and scrub/shrub vegetation, as well as privately owned parcels and could require the relocation of residences, commercial and industrial units, and nonprofit organizations. Essential fish habitat, including subtidal waters and estuarine shores and mudflats, could be displaced. The project could affect three structures of significance in the Government Hill Historic District, one Alaskan Native fish camp, a community dance club, Harvard Park, and Sunset Park. Hazardous materials sites would be encountered during construction. LEGAL MANDATES: Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0586D, Volume 30, Number 4. JF - EPA number: 080011, Final EIS (Volume 1)--691 pages and maps, Final EIS (Volume 2)--631 pages and maps, Appendices (Volume 1)--741 pages, Appendices (Volume II)--799 pages, CD-ROM, September 8, 2006 PY - 2006 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-06-01-F KW - Bridges KW - Cultural Resources Surveys KW - Highways KW - Highway Structures KW - Islands KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Alaska KW - Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380507?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.title=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: September 8, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. [Part 3 of 22] T2 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. AN - 36380430; 13113-080011_0003 AB - PURPOSE: The construction of a bridge across the Knick Arm to provide improved access between the municipality of Anchorage and the Matanuska-Susitna Borough (Mat-Su) is proposed. Nine alternatives, including a No Action Alternative (Alternative ?), are considered in this draft EIS. All of the build alternatives include roadways, a bridge, and a cut-and-cover tunnel under Government Hill. The terminus on the Mat-Su side of Knik Arm is the intersection of Point McKenzie and Burma roads, while the terminus on the Anchorage side is the Ingra Street-Gambell Street Couplet at Third Avenue. The preferred alternative would feature an 8,200-foot-long bridge, pier supported bridge. The bridge approach route on the Mat-Su side would be Point MacKenzie Road, from the intersection with Burma Road south of Port MacKenzie and a northern corridor through the Port District. The Anchorage approach to the bridge would e a cut-and-cover tunnel under Government Hill below either Degan Street of Erickson Street. Either the Degan or Erickson alternative would become the connection to the Ingra Street-Gambell Street Couplet and, ultimately, to the proposed reconstructed couplet. Construction phasing would be based on traffic demand, beginning with a two-lane facility and resulting ultimately in a four-lane facility by the design year of 2030. The Erickson Alternative has been identified as the preferred alternative. POSITIVE IMPACTS: In addition to providing safe, efficient access to Anchorage for the residents of Mat-su, the new road would provide support to the Port of Anchorage expansion project, the Port MacKenzie Development, and several plans for development in the Upper Cook Inlet region. NEGATIVE IMPACTS: Rights-of-way acquisitions would result in the displacement of small parcels of forested land, sedge and grass habitat, and scrub/shrub vegetation, as well as privately owned parcels and could require the relocation of residences, commercial and industrial units, and nonprofit organizations. Essential fish habitat, including subtidal waters and estuarine shores and mudflats, could be displaced. The project could affect three structures of significance in the Government Hill Historic District, one Alaskan Native fish camp, a community dance club, Harvard Park, and Sunset Park. Hazardous materials sites would be encountered during construction. LEGAL MANDATES: Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0586D, Volume 30, Number 4. JF - EPA number: 080011, Final EIS (Volume 1)--691 pages and maps, Final EIS (Volume 2)--631 pages and maps, Appendices (Volume 1)--741 pages, Appendices (Volume II)--799 pages, CD-ROM, September 8, 2006 PY - 2006 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-06-01-F KW - Bridges KW - Cultural Resources Surveys KW - Highways KW - Highway Structures KW - Islands KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Alaska KW - Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380430?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.title=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: September 8, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. [Part 9 of 22] T2 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. AN - 36380424; 13113-080011_0009 AB - PURPOSE: The construction of a bridge across the Knick Arm to provide improved access between the municipality of Anchorage and the Matanuska-Susitna Borough (Mat-Su) is proposed. Nine alternatives, including a No Action Alternative (Alternative ?), are considered in this draft EIS. All of the build alternatives include roadways, a bridge, and a cut-and-cover tunnel under Government Hill. The terminus on the Mat-Su side of Knik Arm is the intersection of Point McKenzie and Burma roads, while the terminus on the Anchorage side is the Ingra Street-Gambell Street Couplet at Third Avenue. The preferred alternative would feature an 8,200-foot-long bridge, pier supported bridge. The bridge approach route on the Mat-Su side would be Point MacKenzie Road, from the intersection with Burma Road south of Port MacKenzie and a northern corridor through the Port District. The Anchorage approach to the bridge would e a cut-and-cover tunnel under Government Hill below either Degan Street of Erickson Street. Either the Degan or Erickson alternative would become the connection to the Ingra Street-Gambell Street Couplet and, ultimately, to the proposed reconstructed couplet. Construction phasing would be based on traffic demand, beginning with a two-lane facility and resulting ultimately in a four-lane facility by the design year of 2030. The Erickson Alternative has been identified as the preferred alternative. POSITIVE IMPACTS: In addition to providing safe, efficient access to Anchorage for the residents of Mat-su, the new road would provide support to the Port of Anchorage expansion project, the Port MacKenzie Development, and several plans for development in the Upper Cook Inlet region. NEGATIVE IMPACTS: Rights-of-way acquisitions would result in the displacement of small parcels of forested land, sedge and grass habitat, and scrub/shrub vegetation, as well as privately owned parcels and could require the relocation of residences, commercial and industrial units, and nonprofit organizations. Essential fish habitat, including subtidal waters and estuarine shores and mudflats, could be displaced. The project could affect three structures of significance in the Government Hill Historic District, one Alaskan Native fish camp, a community dance club, Harvard Park, and Sunset Park. Hazardous materials sites would be encountered during construction. LEGAL MANDATES: Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0586D, Volume 30, Number 4. JF - EPA number: 080011, Final EIS (Volume 1)--691 pages and maps, Final EIS (Volume 2)--631 pages and maps, Appendices (Volume 1)--741 pages, Appendices (Volume II)--799 pages, CD-ROM, September 8, 2006 PY - 2006 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-06-01-F KW - Bridges KW - Cultural Resources Surveys KW - Highways KW - Highway Structures KW - Islands KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Alaska KW - Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380424?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.title=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: September 8, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. [Part 1 of 22] T2 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. AN - 36380307; 13113-080011_0001 AB - PURPOSE: The construction of a bridge across the Knick Arm to provide improved access between the municipality of Anchorage and the Matanuska-Susitna Borough (Mat-Su) is proposed. Nine alternatives, including a No Action Alternative (Alternative ?), are considered in this draft EIS. All of the build alternatives include roadways, a bridge, and a cut-and-cover tunnel under Government Hill. The terminus on the Mat-Su side of Knik Arm is the intersection of Point McKenzie and Burma roads, while the terminus on the Anchorage side is the Ingra Street-Gambell Street Couplet at Third Avenue. The preferred alternative would feature an 8,200-foot-long bridge, pier supported bridge. The bridge approach route on the Mat-Su side would be Point MacKenzie Road, from the intersection with Burma Road south of Port MacKenzie and a northern corridor through the Port District. The Anchorage approach to the bridge would e a cut-and-cover tunnel under Government Hill below either Degan Street of Erickson Street. Either the Degan or Erickson alternative would become the connection to the Ingra Street-Gambell Street Couplet and, ultimately, to the proposed reconstructed couplet. Construction phasing would be based on traffic demand, beginning with a two-lane facility and resulting ultimately in a four-lane facility by the design year of 2030. The Erickson Alternative has been identified as the preferred alternative. POSITIVE IMPACTS: In addition to providing safe, efficient access to Anchorage for the residents of Mat-su, the new road would provide support to the Port of Anchorage expansion project, the Port MacKenzie Development, and several plans for development in the Upper Cook Inlet region. NEGATIVE IMPACTS: Rights-of-way acquisitions would result in the displacement of small parcels of forested land, sedge and grass habitat, and scrub/shrub vegetation, as well as privately owned parcels and could require the relocation of residences, commercial and industrial units, and nonprofit organizations. Essential fish habitat, including subtidal waters and estuarine shores and mudflats, could be displaced. The project could affect three structures of significance in the Government Hill Historic District, one Alaskan Native fish camp, a community dance club, Harvard Park, and Sunset Park. Hazardous materials sites would be encountered during construction. LEGAL MANDATES: Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0586D, Volume 30, Number 4. JF - EPA number: 080011, Final EIS (Volume 1)--691 pages and maps, Final EIS (Volume 2)--631 pages and maps, Appendices (Volume 1)--741 pages, Appendices (Volume II)--799 pages, CD-ROM, September 8, 2006 PY - 2006 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-06-01-F KW - Bridges KW - Cultural Resources Surveys KW - Highways KW - Highway Structures KW - Islands KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Alaska KW - Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380307?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.title=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: September 8, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. [Part /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20081230//080011/080011_0020.txt of 22] T2 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. AN - 36380285; 13113-080011_0020 AB - PURPOSE: The construction of a bridge across the Knick Arm to provide improved access between the municipality of Anchorage and the Matanuska-Susitna Borough (Mat-Su) is proposed. Nine alternatives, including a No Action Alternative (Alternative ?), are considered in this draft EIS. All of the build alternatives include roadways, a bridge, and a cut-and-cover tunnel under Government Hill. The terminus on the Mat-Su side of Knik Arm is the intersection of Point McKenzie and Burma roads, while the terminus on the Anchorage side is the Ingra Street-Gambell Street Couplet at Third Avenue. The preferred alternative would feature an 8,200-foot-long bridge, pier supported bridge. The bridge approach route on the Mat-Su side would be Point MacKenzie Road, from the intersection with Burma Road south of Port MacKenzie and a northern corridor through the Port District. The Anchorage approach to the bridge would e a cut-and-cover tunnel under Government Hill below either Degan Street of Erickson Street. Either the Degan or Erickson alternative would become the connection to the Ingra Street-Gambell Street Couplet and, ultimately, to the proposed reconstructed couplet. Construction phasing would be based on traffic demand, beginning with a two-lane facility and resulting ultimately in a four-lane facility by the design year of 2030. The Erickson Alternative has been identified as the preferred alternative. POSITIVE IMPACTS: In addition to providing safe, efficient access to Anchorage for the residents of Mat-su, the new road would provide support to the Port of Anchorage expansion project, the Port MacKenzie Development, and several plans for development in the Upper Cook Inlet region. NEGATIVE IMPACTS: Rights-of-way acquisitions would result in the displacement of small parcels of forested land, sedge and grass habitat, and scrub/shrub vegetation, as well as privately owned parcels and could require the relocation of residences, commercial and industrial units, and nonprofit organizations. Essential fish habitat, including subtidal waters and estuarine shores and mudflats, could be displaced. The project could affect three structures of significance in the Government Hill Historic District, one Alaskan Native fish camp, a community dance club, Harvard Park, and Sunset Park. Hazardous materials sites would be encountered during construction. LEGAL MANDATES: Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0586D, Volume 30, Number 4. JF - EPA number: 080011, Final EIS (Volume 1)--691 pages and maps, Final EIS (Volume 2)--631 pages and maps, Appendices (Volume 1)--741 pages, Appendices (Volume II)--799 pages, CD-ROM, September 8, 2006 PY - 2006 VL - /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20081230//080011/080011_0020.txt KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-06-01-F KW - Bridges KW - Cultural Resources Surveys KW - Highways KW - Highway Structures KW - Islands KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Alaska KW - Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380285?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.title=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: September 8, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. [Part 18 of 22] T2 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. AN - 36380279; 13113-080011_0018 AB - PURPOSE: The construction of a bridge across the Knick Arm to provide improved access between the municipality of Anchorage and the Matanuska-Susitna Borough (Mat-Su) is proposed. Nine alternatives, including a No Action Alternative (Alternative ?), are considered in this draft EIS. All of the build alternatives include roadways, a bridge, and a cut-and-cover tunnel under Government Hill. The terminus on the Mat-Su side of Knik Arm is the intersection of Point McKenzie and Burma roads, while the terminus on the Anchorage side is the Ingra Street-Gambell Street Couplet at Third Avenue. The preferred alternative would feature an 8,200-foot-long bridge, pier supported bridge. The bridge approach route on the Mat-Su side would be Point MacKenzie Road, from the intersection with Burma Road south of Port MacKenzie and a northern corridor through the Port District. The Anchorage approach to the bridge would e a cut-and-cover tunnel under Government Hill below either Degan Street of Erickson Street. Either the Degan or Erickson alternative would become the connection to the Ingra Street-Gambell Street Couplet and, ultimately, to the proposed reconstructed couplet. Construction phasing would be based on traffic demand, beginning with a two-lane facility and resulting ultimately in a four-lane facility by the design year of 2030. The Erickson Alternative has been identified as the preferred alternative. POSITIVE IMPACTS: In addition to providing safe, efficient access to Anchorage for the residents of Mat-su, the new road would provide support to the Port of Anchorage expansion project, the Port MacKenzie Development, and several plans for development in the Upper Cook Inlet region. NEGATIVE IMPACTS: Rights-of-way acquisitions would result in the displacement of small parcels of forested land, sedge and grass habitat, and scrub/shrub vegetation, as well as privately owned parcels and could require the relocation of residences, commercial and industrial units, and nonprofit organizations. Essential fish habitat, including subtidal waters and estuarine shores and mudflats, could be displaced. The project could affect three structures of significance in the Government Hill Historic District, one Alaskan Native fish camp, a community dance club, Harvard Park, and Sunset Park. Hazardous materials sites would be encountered during construction. LEGAL MANDATES: Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0586D, Volume 30, Number 4. JF - EPA number: 080011, Final EIS (Volume 1)--691 pages and maps, Final EIS (Volume 2)--631 pages and maps, Appendices (Volume 1)--741 pages, Appendices (Volume II)--799 pages, CD-ROM, September 8, 2006 PY - 2006 VL - 18 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-06-01-F KW - Bridges KW - Cultural Resources Surveys KW - Highways KW - Highway Structures KW - Islands KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Alaska KW - Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380279?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.title=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: September 8, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. [Part 6 of 22] T2 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. AN - 36380226; 13113-080011_0006 AB - PURPOSE: The construction of a bridge across the Knick Arm to provide improved access between the municipality of Anchorage and the Matanuska-Susitna Borough (Mat-Su) is proposed. Nine alternatives, including a No Action Alternative (Alternative ?), are considered in this draft EIS. All of the build alternatives include roadways, a bridge, and a cut-and-cover tunnel under Government Hill. The terminus on the Mat-Su side of Knik Arm is the intersection of Point McKenzie and Burma roads, while the terminus on the Anchorage side is the Ingra Street-Gambell Street Couplet at Third Avenue. The preferred alternative would feature an 8,200-foot-long bridge, pier supported bridge. The bridge approach route on the Mat-Su side would be Point MacKenzie Road, from the intersection with Burma Road south of Port MacKenzie and a northern corridor through the Port District. The Anchorage approach to the bridge would e a cut-and-cover tunnel under Government Hill below either Degan Street of Erickson Street. Either the Degan or Erickson alternative would become the connection to the Ingra Street-Gambell Street Couplet and, ultimately, to the proposed reconstructed couplet. Construction phasing would be based on traffic demand, beginning with a two-lane facility and resulting ultimately in a four-lane facility by the design year of 2030. The Erickson Alternative has been identified as the preferred alternative. POSITIVE IMPACTS: In addition to providing safe, efficient access to Anchorage for the residents of Mat-su, the new road would provide support to the Port of Anchorage expansion project, the Port MacKenzie Development, and several plans for development in the Upper Cook Inlet region. NEGATIVE IMPACTS: Rights-of-way acquisitions would result in the displacement of small parcels of forested land, sedge and grass habitat, and scrub/shrub vegetation, as well as privately owned parcels and could require the relocation of residences, commercial and industrial units, and nonprofit organizations. Essential fish habitat, including subtidal waters and estuarine shores and mudflats, could be displaced. The project could affect three structures of significance in the Government Hill Historic District, one Alaskan Native fish camp, a community dance club, Harvard Park, and Sunset Park. Hazardous materials sites would be encountered during construction. LEGAL MANDATES: Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0586D, Volume 30, Number 4. JF - EPA number: 080011, Final EIS (Volume 1)--691 pages and maps, Final EIS (Volume 2)--631 pages and maps, Appendices (Volume 1)--741 pages, Appendices (Volume II)--799 pages, CD-ROM, September 8, 2006 PY - 2006 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-06-01-F KW - Bridges KW - Cultural Resources Surveys KW - Highways KW - Highway Structures KW - Islands KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Alaska KW - Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380226?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.title=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: September 8, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. [Part 19 of 22] T2 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. AN - 36380012; 13113-080011_0019 AB - PURPOSE: The construction of a bridge across the Knick Arm to provide improved access between the municipality of Anchorage and the Matanuska-Susitna Borough (Mat-Su) is proposed. Nine alternatives, including a No Action Alternative (Alternative ?), are considered in this draft EIS. All of the build alternatives include roadways, a bridge, and a cut-and-cover tunnel under Government Hill. The terminus on the Mat-Su side of Knik Arm is the intersection of Point McKenzie and Burma roads, while the terminus on the Anchorage side is the Ingra Street-Gambell Street Couplet at Third Avenue. The preferred alternative would feature an 8,200-foot-long bridge, pier supported bridge. The bridge approach route on the Mat-Su side would be Point MacKenzie Road, from the intersection with Burma Road south of Port MacKenzie and a northern corridor through the Port District. The Anchorage approach to the bridge would e a cut-and-cover tunnel under Government Hill below either Degan Street of Erickson Street. Either the Degan or Erickson alternative would become the connection to the Ingra Street-Gambell Street Couplet and, ultimately, to the proposed reconstructed couplet. Construction phasing would be based on traffic demand, beginning with a two-lane facility and resulting ultimately in a four-lane facility by the design year of 2030. The Erickson Alternative has been identified as the preferred alternative. POSITIVE IMPACTS: In addition to providing safe, efficient access to Anchorage for the residents of Mat-su, the new road would provide support to the Port of Anchorage expansion project, the Port MacKenzie Development, and several plans for development in the Upper Cook Inlet region. NEGATIVE IMPACTS: Rights-of-way acquisitions would result in the displacement of small parcels of forested land, sedge and grass habitat, and scrub/shrub vegetation, as well as privately owned parcels and could require the relocation of residences, commercial and industrial units, and nonprofit organizations. Essential fish habitat, including subtidal waters and estuarine shores and mudflats, could be displaced. The project could affect three structures of significance in the Government Hill Historic District, one Alaskan Native fish camp, a community dance club, Harvard Park, and Sunset Park. Hazardous materials sites would be encountered during construction. LEGAL MANDATES: Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0586D, Volume 30, Number 4. JF - EPA number: 080011, Final EIS (Volume 1)--691 pages and maps, Final EIS (Volume 2)--631 pages and maps, Appendices (Volume 1)--741 pages, Appendices (Volume II)--799 pages, CD-ROM, September 8, 2006 PY - 2006 VL - 19 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-06-01-F KW - Bridges KW - Cultural Resources Surveys KW - Highways KW - Highway Structures KW - Islands KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Alaska KW - Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380012?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.title=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: September 8, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. [Part 21 of 22] T2 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. AN - 36379977; 13113-080011_0021 AB - PURPOSE: The construction of a bridge across the Knick Arm to provide improved access between the municipality of Anchorage and the Matanuska-Susitna Borough (Mat-Su) is proposed. Nine alternatives, including a No Action Alternative (Alternative ?), are considered in this draft EIS. All of the build alternatives include roadways, a bridge, and a cut-and-cover tunnel under Government Hill. The terminus on the Mat-Su side of Knik Arm is the intersection of Point McKenzie and Burma roads, while the terminus on the Anchorage side is the Ingra Street-Gambell Street Couplet at Third Avenue. The preferred alternative would feature an 8,200-foot-long bridge, pier supported bridge. The bridge approach route on the Mat-Su side would be Point MacKenzie Road, from the intersection with Burma Road south of Port MacKenzie and a northern corridor through the Port District. The Anchorage approach to the bridge would e a cut-and-cover tunnel under Government Hill below either Degan Street of Erickson Street. Either the Degan or Erickson alternative would become the connection to the Ingra Street-Gambell Street Couplet and, ultimately, to the proposed reconstructed couplet. Construction phasing would be based on traffic demand, beginning with a two-lane facility and resulting ultimately in a four-lane facility by the design year of 2030. The Erickson Alternative has been identified as the preferred alternative. POSITIVE IMPACTS: In addition to providing safe, efficient access to Anchorage for the residents of Mat-su, the new road would provide support to the Port of Anchorage expansion project, the Port MacKenzie Development, and several plans for development in the Upper Cook Inlet region. NEGATIVE IMPACTS: Rights-of-way acquisitions would result in the displacement of small parcels of forested land, sedge and grass habitat, and scrub/shrub vegetation, as well as privately owned parcels and could require the relocation of residences, commercial and industrial units, and nonprofit organizations. Essential fish habitat, including subtidal waters and estuarine shores and mudflats, could be displaced. The project could affect three structures of significance in the Government Hill Historic District, one Alaskan Native fish camp, a community dance club, Harvard Park, and Sunset Park. Hazardous materials sites would be encountered during construction. LEGAL MANDATES: Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0586D, Volume 30, Number 4. JF - EPA number: 080011, Final EIS (Volume 1)--691 pages and maps, Final EIS (Volume 2)--631 pages and maps, Appendices (Volume 1)--741 pages, Appendices (Volume II)--799 pages, CD-ROM, September 8, 2006 PY - 2006 VL - 21 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-06-01-F KW - Bridges KW - Cultural Resources Surveys KW - Highways KW - Highway Structures KW - Islands KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Alaska KW - Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379977?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.title=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: September 8, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. [Part 17 of 22] T2 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. AN - 36379283; 13113-080011_0017 AB - PURPOSE: The construction of a bridge across the Knick Arm to provide improved access between the municipality of Anchorage and the Matanuska-Susitna Borough (Mat-Su) is proposed. Nine alternatives, including a No Action Alternative (Alternative ?), are considered in this draft EIS. All of the build alternatives include roadways, a bridge, and a cut-and-cover tunnel under Government Hill. The terminus on the Mat-Su side of Knik Arm is the intersection of Point McKenzie and Burma roads, while the terminus on the Anchorage side is the Ingra Street-Gambell Street Couplet at Third Avenue. The preferred alternative would feature an 8,200-foot-long bridge, pier supported bridge. The bridge approach route on the Mat-Su side would be Point MacKenzie Road, from the intersection with Burma Road south of Port MacKenzie and a northern corridor through the Port District. The Anchorage approach to the bridge would e a cut-and-cover tunnel under Government Hill below either Degan Street of Erickson Street. Either the Degan or Erickson alternative would become the connection to the Ingra Street-Gambell Street Couplet and, ultimately, to the proposed reconstructed couplet. Construction phasing would be based on traffic demand, beginning with a two-lane facility and resulting ultimately in a four-lane facility by the design year of 2030. The Erickson Alternative has been identified as the preferred alternative. POSITIVE IMPACTS: In addition to providing safe, efficient access to Anchorage for the residents of Mat-su, the new road would provide support to the Port of Anchorage expansion project, the Port MacKenzie Development, and several plans for development in the Upper Cook Inlet region. NEGATIVE IMPACTS: Rights-of-way acquisitions would result in the displacement of small parcels of forested land, sedge and grass habitat, and scrub/shrub vegetation, as well as privately owned parcels and could require the relocation of residences, commercial and industrial units, and nonprofit organizations. Essential fish habitat, including subtidal waters and estuarine shores and mudflats, could be displaced. The project could affect three structures of significance in the Government Hill Historic District, one Alaskan Native fish camp, a community dance club, Harvard Park, and Sunset Park. Hazardous materials sites would be encountered during construction. LEGAL MANDATES: Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0586D, Volume 30, Number 4. JF - EPA number: 080011, Final EIS (Volume 1)--691 pages and maps, Final EIS (Volume 2)--631 pages and maps, Appendices (Volume 1)--741 pages, Appendices (Volume II)--799 pages, CD-ROM, September 8, 2006 PY - 2006 VL - 17 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-06-01-F KW - Bridges KW - Cultural Resources Surveys KW - Highways KW - Highway Structures KW - Islands KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Alaska KW - Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379283?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.title=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: September 8, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. [Part 15 of 22] T2 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSTINA BOROUGH, ALASKA. AN - 36379232; 13113-080011_0015 AB - PURPOSE: The construction of a bridge across the Knick Arm to provide improved access between the municipality of Anchorage and the Matanuska-Susitna Borough (Mat-Su) is proposed. Nine alternatives, including a No Action Alternative (Alternative ?), are considered in this draft EIS. All of the build alternatives include roadways, a bridge, and a cut-and-cover tunnel under Government Hill. The terminus on the Mat-Su side of Knik Arm is the intersection of Point McKenzie and Burma roads, while the terminus on the Anchorage side is the Ingra Street-Gambell Street Couplet at Third Avenue. The preferred alternative would feature an 8,200-foot-long bridge, pier supported bridge. The bridge approach route on the Mat-Su side would be Point MacKenzie Road, from the intersection with Burma Road south of Port MacKenzie and a northern corridor through the Port District. The Anchorage approach to the bridge would e a cut-and-cover tunnel under Government Hill below either Degan Street of Erickson Street. Either the Degan or Erickson alternative would become the connection to the Ingra Street-Gambell Street Couplet and, ultimately, to the proposed reconstructed couplet. Construction phasing would be based on traffic demand, beginning with a two-lane facility and resulting ultimately in a four-lane facility by the design year of 2030. The Erickson Alternative has been identified as the preferred alternative. POSITIVE IMPACTS: In addition to providing safe, efficient access to Anchorage for the residents of Mat-su, the new road would provide support to the Port of Anchorage expansion project, the Port MacKenzie Development, and several plans for development in the Upper Cook Inlet region. NEGATIVE IMPACTS: Rights-of-way acquisitions would result in the displacement of small parcels of forested land, sedge and grass habitat, and scrub/shrub vegetation, as well as privately owned parcels and could require the relocation of residences, commercial and industrial units, and nonprofit organizations. Essential fish habitat, including subtidal waters and estuarine shores and mudflats, could be displaced. The project could affect three structures of significance in the Government Hill Historic District, one Alaskan Native fish camp, a community dance club, Harvard Park, and Sunset Park. Hazardous materials sites would be encountered during construction. LEGAL MANDATES: Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0586D, Volume 30, Number 4. JF - EPA number: 080011, Final EIS (Volume 1)--691 pages and maps, Final EIS (Volume 2)--631 pages and maps, Appendices (Volume 1)--741 pages, Appendices (Volume II)--799 pages, CD-ROM, September 8, 2006 PY - 2006 VL - 15 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-06-01-F KW - Bridges KW - Cultural Resources Surveys KW - Highways KW - Highway Structures KW - Islands KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Alaska KW - Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379232?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.title=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSTINA+BOROUGH%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2008-12-30 N1 - SuppNotes - Final. Preparation date: September 8, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - KNIK ARM CROSSING, ANCHORAGE TO MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36347746; 12246 AB - PURPOSE: The construction of a bridge across the Knik Arm to provide improved access between the municipality of Anchorage and the Matanuska-Susitna Borough (Mat-Su) is proposed. Nine alternatives, including a No Action Alternative (Alternative ?), are considered in this draft EIS. All of the build alternatives include roadways, a bridge, and a cut-and-cover tunnel under Government Hill. The terminus on the Mat-Su side of Knik Arm is the intersection of Point McKenzie and Burma roads, while the terminus on the Anchorage side is the Ingra Street-Gambell Street Couplet at Third Avenue. The preferred alternative would feature an 8,200-foot-long bridge, pier supported bridge. The bridge approach route on the Mat-Su side would be Point MacKenzie Road, from the intersection with Burma Road south of Port MacKenzie and a northern corridor through the Port District. The Anchorage approach to the bridge would e a cut-and-cover tunnel under Government Hill below either Degan Street of Erickson Street. Either the Degan or Erickson alternative would be come the connection to the Ingra Street-Gambell Street Couplet and, ultimately, to the proposed reconstructed couplet. Construction phasing would be based on traffic demand, beginning with a two-lane facility and resulting ultimately in a four-lane facility by the design year of 2030. POSITIVE IMPACTS: In addition to providing safe, efficient access to Anchorage for the residents of Mat-Su, the new road would provide support to the Port of Anchorage expansion project, the Port MacKenzie Development, and several plans for development in the Upper Cook Inlet region. NEGATIVE IMPACTS: Rights-of-way acquisitions would result in the displacement of small parcels of forested land, sedge and grass habitat, and scrub/shrub vegetation, as well as privately owned parcels and could require the relocation of residences, commercial and industrial units, and nonprofit organizations. Essential fish habitat, including sub-tidal waters and estuarine shores and mudflats, could be displaced. The project could affect three structures of significance in the Government Hill Historic District, one Alaskan Native fish camp, a community dance club, Harvard Park, and Sunset Park. Hazardous materials sites would be encountered during construction. LEGAL MANDATES: Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005 and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 060376, 1,112 pages and maps, September 8, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-06-01-D KW - Bridges KW - Cultural Resources Surveys KW - Highways KW - Highway Structures KW - Islands KW - Roads KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Alaska KW - Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2005, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347746?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+MATANUSKA-SUSITNA+BOROUGH%2C+ALASKA.&rft.title=KNIK+ARM+CROSSING%2C+ANCHORAGE+TO+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, Juneau, Alaska; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Draft. Preparation date: September 8, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - MILLER CREEK ROAD, MISSOULA COUNTY, MONTANA. AN - 36342701; 12245 AB - PURPOSE: The construction of a roadway connecting US 93 with the Miller Creek area in Missoula County, Montana is proposed. The Miller creek area is generally bounded by Miller Creek Road/Upper Miller Creek Road on the east and Lower Miller Creek Road on the west and south. Primary access to the Miller Creek area is currently provided by Miller Creek Road, with an indirect access provided by Garrett Street. Five alternatives, including a No Action Alternative (Alternative 1), are considered in this draft EIS. Build alternatives offer a variety of alignments, while design features are generally the same across alternatives. Under the preferred alternative (Alternative 5A) segment of Miller Creek Road between US 93 and the north "Y" intersection would be widened to provide four travel lanes (two lanes in each direction), with a left-turn lane at the southbound and northbound approaches to Briggs Street, bicycle lanes, and sidewalks. A new traffic control signal would be installed at the intersection of Miller Creek Road and Briggs Street. The north "Y" would be realigned to the north and west of its current location to form a more perpendicular "T" intersection; a new signal would be installed at this intersection. Old US 93 between Brooks and Reserve streets would be widened to three lanes and a center left-turn lane and complemented with bicycle lanes and sidewalks. A new signal would be installed at the intersection of Old US 93 and US 93 (Reserve Street). POSITIVE IMPACTS: The project would provide for efficient and safe access between US 93 and the Miller Creek area, including access to U.S. Forest Service System lands; maintain or improve future operations of US 93; create a transportation solution that provides a long-term and consistent response to comprehensive and transportation plans and accommodates planned growth in the Miller Creek area; and preserves and enhances the character of the roadway corridor neighborhood. NEGATIVE IMPACTS: Rights-of-way requirements totaling 9.2 acres under the preferred alternative would convert residential and commercial land to transportation use, requiring the relocation of one residence. Approximately 0.2 acre of wetlands would be displaced, and 0.6 acre of floodplain would be filled. A railroad easement would be required to accommodate one at-grade crossing. Traffic-generated noise levels would exceed federal standards in the vicinity of 19 residences and one church. Impervious surface within the watershed would be increased by 6.2 acres, increasing runoff to the Bitterroot River by seven acre-feet per year. Two properties eligible for inclusion in the National Register of Historic Places would be affected, and landscaping and the entrance to the private Missoula County Club would be altered. Construction workers would encounter five sites containing contaminated wastes. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 060375, 620 pages and maps, September 8, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-DTFH70-00-D-0016 KW - Easements KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Railroads KW - Recreation Facilities KW - Relocations-Property Acquisitions KW - Roads KW - Section 404(b) Statements KW - Transportation KW - Wetlands KW - Montana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342701?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MILLER+CREEK+ROAD%2C+MISSOULA+COUNTY%2C+MONTANA.&rft.title=MILLER+CREEK+ROAD%2C+MISSOULA+COUNTY%2C+MONTANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Helena, Montana; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Draft. Preparation date: September 8, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SYRACUSE ROAD, 1000 WEST TO 2000 WEST, SYRACUSE, UTAH. AN - 36342454; 12237 AB - PURPOSE: The improvement of one mile of Syracuse Road from 1000 West to 200 West in Syracuse, Davis County, Utah is proposed. Syracuse Road (also known as State Route 108, 1700 South, and Antelope Drive functions as the primary east-west transportation corridor in northwestern Davis County, an area experiencing a rapid transition from an agricultural environment to a suburban development. The population of Syracuse more than doubled between 1990 and 2000 and is expected to reach build-out population between 2020 and 2030. Currently Syracuse Road operates at a failing level of service, with 20,000 vehicles per day using the facility. Proposed improvements would include widening the existing two-lane roadway to a consistent five-lane cross-section featuring two travel lanes in each direction and a two-way left-turn lane, with shoulders, curb-and-gutter accommodations, park strips, and sidewalks. Three alternatives, including a No-Action Alternative, are considered in this final EIS. The two action alternatives would widen the facility to the north or to the south. Widening to the south (Alternative C) has been identified as the most beneficial and least environmentally damaging alternatives, and is identified in this final EIS as the referred alternative. POSITIVE IMPACTS: By increasing the capacity of Syracuse Road, the project would provide increased capacity within the corridor to meet existing and future travel demand and provide a safe multi-modal facility to access major employment, commercial, and recreation centers. Improved mobility would facilitate the development of vacant parcels. Pedestrian and bicyclist mobility and safety would be enhanced. NEGATIVE IMPACTS: Depending on the action alternative considered, rights-of-way requirements would displace three to 5.5 acres of residential, 1.3 to 1.5 acres of commercial, and 0.32 to 2.8 acres of agricultural land. From 23 to 41 residences and one to two businesses and, possibly, one business/residence would be displaced. The extent of impervious surface would increase from four to 12 acres, increasing the 10-year peak flood flow for he project area from roughly 20 cubic feet per second (cfs) to 60 cfs. From 10 to 19 historic structures would be affected adversely by highway development and use. Traffic-generated noise levels would exceed federal standards at 27 to 40 residents, one museum, and one to three businesses, though, except for the museum, levels would generally be lower and fewer violations would occur than under the No Action Alternative. The corridor's visual aesthetics would be degraded by highway expansion and development prompted by increased corridor capacity. 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 06-0158D, Volume 30, Number 1. JF - EPA number: 060367, 578 pages and maps, September 5, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-05-01-F KW - Farmlands KW - Highways KW - Historic Sites Surveys KW - Museums KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Utah 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/36342454?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-09-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SYRACUSE+ROAD%2C+1000+WEST+TO+2000+WEST%2C+SYRACUSE%2C+UTAH.&rft.title=SYRACUSE+ROAD%2C+1000+WEST+TO+2000+WEST%2C+SYRACUSE%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: September 5, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - GREENSBORO-HIGH POINT ROAD (SR 1486-SR 4121) IMPROVEMENTS, FROM US 311 (I-74) TO HILLTOP ROAD (SR 1424), GUILFORD COUNTY, NORTH CAROLINA. AN - 36346252; 12121 AB - PURPOSE: The provision of a 7.9-mile multilane highway facility from the US 311 Bypass (future Interstate 74) n High Point to Hilltop Road in southwest Guilford County, North Carolina is proposed. The county population grew by 73,617 (21.2 percent) between 1990 and 2000. The study area encompasses portions of northeast High Point, the town of Jamestown, and portions of southwest Greensboro. The road system in this area is inadequate to meet the needs of the growing population. Portions of the improved facility would follow existing Greensboro Road and High Point Road, while other portions would be constructed on new alignment. This final EIS results continues the environmental reviewed from a June 2003 draft re-evaluation of a 1992 draft EIS titled "US 29A/US 70A (High Point Road), From US 311 Bypass to the Greensboro Western Urban Loop Near Hilltop Road, Guilford County, North Carolina". The final EIS addresses four build alignment alternatives and a No-Build Alternative as well as a transportation system management/public transportation alternative. The proposed improvements would consist of a combination of existing High Point Road and building a roadway on a new alignment. Each of the alternative corridors would interchange with the US 311 Bypass in High Point and the Greensboro Western Urban Loop. Portions of the facility built along existing High Point Road would maintain existing access allowances and limit future driveways to one access per property. The preferred corridor (Alternative 2) would provide the only means of avoiding impacts to public recreational lands. Cost of the project is estimated at $144.1 million. POSITIVE IMPACTS: The new facility, which would serve as a primary arterial and major thoroughfare between High Point and Greensboro, would support the growth in population and employment along both sides of the corridor and improve the safety of local and through travel in the area by providing a bypass of downtown Jamestown. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of several acres of farmland, 91 residences, 44 businesses, and 262 acres of natural wildlife communities, including 1.8 acres of wetlands. Realignment of 2,157 feet of stream would be required. Traffic-generated noise would exceed federal standards in the vicinity of 60 sensitive receptor sites. Construction workers would encounter numerous sites containing hazardous materials. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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 1992 draft EIS, see 04-0102D, Volume 28, Number 1. JF - EPA number: 060250, 342 pages and maps, CD-ROM, August 21, 2006 PY - 2006 KW - Roads and Railroads KW - Cemeteries KW - Creeks KW - Farmlands KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Section 404(b) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346252?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-08-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GREENSBORO-HIGH+POINT+ROAD+%28SR+1486-SR+4121%29+IMPROVEMENTS%2C+FROM+US+311+%28I-74%29+TO+HILLTOP+ROAD+%28SR+1424%29%2C+GUILFORD+COUNTY%2C+NORTH+CAROLINA.&rft.title=GREENSBORO-HIGH+POINT+ROAD+%28SR+1486-SR+4121%29+IMPROVEMENTS%2C+FROM+US+311+%28I-74%29+TO+HILLTOP+ROAD+%28SR+1424%29%2C+GUILFORD+COUNTY%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: August 21, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - CONSTRUCTION INTO THE POWDER RIVER BASIN, POWDER RIVER BASIN EXPANSION PROJECT, MINNESOTA, SOUTH DAKOTA, WYOMING (FINANCE DOCKET NO. 33407 - DAKOTA, MINNESOTA, AND EASTERN RAILROAD CORPORATION)(FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 2001). [Part 1 of 1] T2 - CONSTRUCTION INTO THE POWDER RIVER BASIN, POWDER RIVER BASIN EXPANSION PROJECT, MINNESOTA, SOUTH DAKOTA, WYOMING (FINANCE DOCKET NO. 33407 - DAKOTA, MINNESOTA, AND EASTERN RAILROAD CORPORATION)(FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 2001). AN - 873125174; 12209-9_0001 AB - PURPOSE: Issuance of a permit for the construction and operation of a new rail line and associated facilities in east-central Wyoming, southwest South Dakota, and south-central Minnesota is proposed. The rail line would allow the applicant, Dakota, Minnesota & Eastern Railroad Corporation (DM&E), to become the third rail carrier to serve Wyoming's Powder River Basin coal mines. The project would involve construction of 280 miles of new line and rehabilitation of 600 miles of existing line. The applicants proposal would include 262.03 miles of new rail line extending from DM&E's existing system near Wasta, South Dakota. The new line would extend generally to the southwest to Edgemont, South Dakota, thence west into Wyoming to connect with existing coal mines located south of Gillette. This portion of the new construction would traverse portions of Custer, Fall River, Jackson, and Pennington counties, South Dakota and Campbell, Converse, Niobrara, and Weston counties, Wyoming. The new rail construction would also include a 13.31-mile line segment at Mankato, Minnesota within Blue Earth and Nicollet counties. DM&E current uses trackage on both sides of Mankato, accessed by trackage rights on rail line operated by the Union Pacific Railroad Company (UP). The Mankato construction would provide DM&E direct access between its existing lines and allow DM&E to avoid operational conflicts with UP. The final proposed segment of new rail construction would create a connection between the existing rail systems of DM&E and the I&M Link Railroad. The connection would include construction and operation of approximately 2.94 miles of new rail line near Owatonna, Minnesota in Steele County. To transport coal over the existing system, DM&E would rebuild and upgrade approximately 597.8 miles of rail line along its existing system; 584.95 miles of the rehabilitated track would be along DM&E's mainline between Wasta, South Dakota, and Winona, Minnesota. This upgrade project would cross Winona, Olmstead, Dodge, Steele, Waseca, Nicollet, Blue Earth, Brown, Redwood, Lyon, and Lincoln counties in Minnesota, and Brookings, Kingsbury, Beadle, Hand, Hyde, Hughes, Stanley, Haakon, and Jackson counties in South Dakota. An additional 12.85 miles of existing rail line between Oral and Smithwick, in Fall River County, South Dakota, would also be rebuilt. Rail rehabilitation would include rail and tie replacement, additional sidings, signals, grade crossing improvements, and other system improvements. Four alternatives, including a No Action Alternative (Alternative A), were considered with respect to extension of the system in the final EIS of November 2001. Key issues addressed during scoping for this draft supplemental EIS include those related to horn noise, vibration and horn noise synergies, air quality impacts potentially resulting from increased coal consumption in the region serviced by DM&E, and a programmatic agreement governing cultural resources. Alternative B would call for new construction to occur along the Cheyenne River. Alternative C would avoid new construction in sensitive areas in South Dakota and Wyoming. Alternative D would reconstruct the existing line through Rapid City to Smithwick, provide for new construction to Edgemont, and continue with construction adjacent to the existing rail bed through Newcastle and Moorcroft. As numerous federal and state agencies are involved in the decision regarding choice of a preferred alternative, a number of preferences have been forwarded. POSITIVE IMPACTS: Addition of a third rail carrier to serve the Powder River Basin would increase the efficiency of the movement of coal eastward from the basin. The new rail line would also increase the operational efficiency of DM&E's existing rail line in Minnesota and South Dakota. NEGATIVE IMPACTS: Construction and operation of the rail system would affect geology and soils, surface water and wetlands, groundwater, vegetation, agricultural land and operations, residential and commercial land uses, public land uses, cultural resources, recreation resources, environmental justice with respect to disadvantaged populations and minorities and the elderly, ranching, traditional Native American tribal cultural properties and other cultural resources, visual aesthetics. air quality, certain threatened and endangered species, and safety, including emergency vehicle response times. System operation would result in the generation of noise and vibration. LEGAL MANDATES: Federal Land Policy and Management Act of 1976 (43 U.S.C. 1701 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), Interstate Commerce Commission Termination Act (49 U.S.C. 10901), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 00-0440D, Volume 24, Number 4 and 02-0073F, Volume 26, Number 1, respectively. For the abstract of the draft supplemental EIS, see 05-0683D, Volume 29, Number 4. JF - EPA number: 060339, Final Supplemental EIS--307 pages, Replacement Pages--134 pages, August 10, 2006 PY - 2006 VL - 1 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Bridges KW - Coal KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Geology KW - Indian Reservations KW - Land Management KW - Land Use KW - Minorities KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Safety KW - Soils KW - Transportation KW - Visual Resources KW - Water Quality KW - Wildlife KW - Wetlands KW - Minnesota KW - South Dakota KW - Wyoming KW - Federal Land Policy and Management Act of 1976, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - Interstate Commerce Commission Termination Act, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/873125174?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-08-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+INTO+THE+POWDER+RIVER+BASIN%2C+POWDER+RIVER+BASIN+EXPANSION+PROJECT%2C+MINNESOTA%2C+SOUTH+DAKOTA%2C+WYOMING+%28FINANCE+DOCKET+NO.+33407+-+DAKOTA%2C+MINNESOTA%2C+AND+EASTERN+RAILROAD+CORPORATION%29%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+2001%29.&rft.title=CONSTRUCTION+INTO+THE+POWDER+RIVER+BASIN%2C+POWDER+RIVER+BASIN+EXPANSION+PROJECT%2C+MINNESOTA%2C+SOUTH+DAKOTA%2C+WYOMING+%28FINANCE+DOCKET+NO.+33407+-+DAKOTA%2C+MINNESOTA%2C+AND+EASTERN+RAILROAD+CORPORATION%29%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: August 10, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 93, NINEPIPE/RONAN IMPROVEMENT PROJECT, LAKE COUNTY, MONTANA (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JUNE 1996). AN - 36347794; 12208 AB - PURPOSE: The improvement of an 11.2-mile segment of US Highway 93 (US 93) from Dublin Gulch Road/Red Horn Road through the city of Ronan to Baptiste Road/Spring Creek Road in Lake County, Montana is proposed. This draft supplemental EIS provides information necessary to supplement the final EIS of June 1996 on the improvement of a 56.3 mile segment of US 93 from Evaro through Polson in Lake and Missoula counties. The high rate of population growth and increased tourism throughout western Montana are sources of growth in traffic on US 93. The highway is important to safety, social well-being, and the economy. US 93 is the major north-south transportation route in western Montana. It provides interstate, regional, and local access to natural resources-based industries such as agriculture, forestry, mining, tourism, and recreation. The existing roadway has various geometric features that do not meet current standards for safety and design. Existing level of service is poor, and design capacity will be exceeded by the year 2015. Accident numbers per mile are substantially higher than statewide averages. This draft EIS considers a No Action Alternative and 10 widening alternatives for the rural portion of the project and a No Action Alternative and five action alternatives for the urban segment. The rural widening alternatives range from minor widening and improvement of the existing two-lane with a cross-section of 40 feet to widening and improvement of the facility to provide a four-lane roadway cross-section of 112 feet. The urban action alternatives range from improving the roadway within the existing rights-of-way to widening to provision of a split couplet with southbound lanes relocated to an adjacent street. The preferred alternative for the rural segment (Rural 10) would provide a two-lane roadway with some sections of auxiliary lands and four-lane divided highway. Left-turn lanes and passing lanes and wildlife crossing structures would be provided as appropriate. The preferred alternative for the urban segment (Ronan 4) would provide a couplet, with a two-lane, one-way north bound roadway on existing US 93 and a two-lane, one-way south bound roadway on First Avenue Southwest. Transitional sections of four-lane roadway with a continuous two-way left-turn lane would be necessary south of the couplet where the roadway would connect to the selected rural lane configuration and north of the couplet to a four-lane divided section between Old Highway 93 and the Baptiste Road/Spring Creek Road intersection. Costs of the preferred rural and urban alternatives are estimated at $38 million and $15 million, respectively. POSITIVE IMPACTS: Under the proposed action, the facility would improve highway capacity and safety. Carbon monoxide emissions would decrease throughout the project corridor, and particulate matter emissions would be reduced. Wildlife crossings would be improve the safety and efficiency of migration routes. Accidents on the rural section would decline by 20 percent. NEGATIVE IMPACTS: Rural alternatives would require displacement of one to two residences and two to four businesses and 3.3 to 26.6 acres of recreational land and wildlife habitat, realignment of 12 mainline culverts and eight canals, possible acquisition of a small portion of an historic stagecoach route, displacement 15.9 to 41.2 acres of wetlands, further visual intrusion upon area aesthetics. The preferred rural alternative would require the acquisition of 42 acres of new rights-of-way, displacing one residence and two businesses. Urban alternatives would require acquisition of 2.7 to 12 acres of new rights-of-way and displacement of one to five businesses and up to seven residences. The preferred urban alternative would require acquisition of 12 acres of new rights-of-way and displace seven to nine residences, two businesses, and a tribal health clinic. 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 e seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 95-0140D, Volume 19, Number 2 and 96-0272F, Volume 20, Number 3. JF - EPA number: 060338, 667 pages and maps, August 10, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-MT-EIS-95-01-DS KW - Air Quality KW - Air Quality Assessments KW - Farmlands KW - Highways KW - Housing KW - Indian Reservations KW - Parks KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Section 106 Statements KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Section 404(b) Statements KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Wildlife Management KW - Flathead Indian Reservation KW - Montana KW - Department of Transportation Act of 1966, Parks KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347794?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-08-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+93%2C+NINEPIPE%2FRONAN+IMPROVEMENT+PROJECT%2C+LAKE+COUNTY%2C+MONTANA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+1996%29.&rft.title=US+93%2C+NINEPIPE%2FRONAN+IMPROVEMENT+PROJECT%2C+LAKE+COUNTY%2C+MONTANA+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JUNE+1996%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Helena, Montana; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Draft. Preparation date: August 10, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - SR 520 BRIDGE REPLACEMENT AND HOV PROJECT, LAKE WASHINGTON, WASHINGTON. AN - 36342975; 12212 AB - PURPOSE: The replacement of the Portage Bay and Evergreen Point bridges carrying State Route (SR) 520 across Lake Washington in Washington state is proposed. The project corridor extends from Interstate 5 (I-5) in Seattle and Bellevue Way or 108th Avenue Northeast on the Eastside. The project would also include a new regional bicycle/pedestrian path across Lake Washington that would link to other elements of the regional trail system. Currently, the Portage Bay and Evergreen Point bridges are vulnerable to earthquake damage due to structural designs that include hollow supporting columns and the manner in which these columns are connected to the main crossing structures of the bridges. The floating portion of Evergreen Point Bridge is susceptible to damage by high winds; storms over the years have required many bridge closures and the bridge is riding a foot lower in the water than when it first opened. Both structures are at high risk of failure over the next 20 years. In addition,, as one of the two main east-west routes across Lake Washington, SR 520 is vital to keeping the region economy moving. A No-Build alternative and two build alternatives are considered in this draft EIS. The four-lane build alternative would replace the existing roadway and bridges with new facilities that would each provide four general-purpose lanes, supported by wider shoulders than the present four-lane facilities. The six-lane alternative would add a continuous high-occupancy vehicle lane in each direction and include five landscaped lids over SR 520 to reconnect neighborhoods that are now separated by the highway. Several optional variations of the six-lane alternative that would improve traffic operations and/or reduce neighborhood impacts are under consideration. POSITIVE IMPACTS: The new bridges would improve structural resistance to earthquakes, while the new roadways would have wider shoulders to help reduce congestion by improving roadway operations and driver safety. Commercial and recreational access and neighborhood cohesion along the route would be significantly enhanced. NEGATIVE IMPACTS: Bridge and approach construction and the associated rights-of-way expansions would result in the displacement for residential and commercial units, wetlands, vegetation and the associated wildlife habitat, and lake benthic habitat. The bridges would be subject to seismic activity, though, as indicated, the structures would be more capable of withstanding an earthquake. Parking spaces would be displaced. Traffic-generated noise levels would exceed federal standards at numerous sensitive receptor sites along the corridor. Historic, archaeological, and recreational sites would be impacted. Traffic patterns would be complex in some areas and community cohesion could be affected negatively. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 060342, Draft EIS--212 pages, Technical Appendices--2 CD-ROMs, August 10, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-06-02-D KW - Air Quality Assessments KW - Archaeological Sites KW - Bridges KW - Cultural Resources Surveys KW - Earthquakes KW - Geologic Assessments KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Lakes KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Transportation KW - Vegetation KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Lake Washington KW - Washington KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342975?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-08-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+520+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%2C+WASHINGTON.&rft.title=SR+520+BRIDGE+REPLACEMENT+AND+HOV+PROJECT%2C+LAKE+WASHINGTON%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 - 2007-05-08 N1 - SuppNotes - Draft. Preparation date: August 10, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CONSTRUCTION INTO THE POWDER RIVER BASIN, POWDER RIVER BASIN EXPANSION PROJECT, MINNESOTA, SOUTH DAKOTA, WYOMING (FINANCE DOCKET NO. 33407 - DAKOTA, MINNESOTA, AND EASTERN RAILROAD CORPORATION)(FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 2001). AN - 36342434; 12209 AB - PURPOSE: Issuance of a permit for the construction and operation of a new rail line and associated facilities in east-central Wyoming, southwest South Dakota, and south-central Minnesota is proposed. The rail line would allow the applicant, Dakota, Minnesota & Eastern Railroad Corporation (DM&E), to become the third rail carrier to serve Wyoming's Powder River Basin coal mines. The project would involve construction of 280 miles of new line and rehabilitation of 600 miles of existing line. The applicants proposal would include 262.03 miles of new rail line extending from DM&E's existing system near Wasta, South Dakota. The new line would extend generally to the southwest to Edgemont, South Dakota, thence west into Wyoming to connect with existing coal mines located south of Gillette. This portion of the new construction would traverse portions of Custer, Fall River, Jackson, and Pennington counties, South Dakota and Campbell, Converse, Niobrara, and Weston counties, Wyoming. The new rail construction would also include a 13.31-mile line segment at Mankato, Minnesota within Blue Earth and Nicollet counties. DM&E current uses trackage on both sides of Mankato, accessed by trackage rights on rail line operated by the Union Pacific Railroad Company (UP). The Mankato construction would provide DM&E direct access between its existing lines and allow DM&E to avoid operational conflicts with UP. The final proposed segment of new rail construction would create a connection between the existing rail systems of DM&E and the I&M Link Railroad. The connection would include construction and operation of approximately 2.94 miles of new rail line near Owatonna, Minnesota in Steele County. To transport coal over the existing system, DM&E would rebuild and upgrade approximately 597.8 miles of rail line along its existing system; 584.95 miles of the rehabilitated track would be along DM&E's mainline between Wasta, South Dakota, and Winona, Minnesota. This upgrade project would cross Winona, Olmstead, Dodge, Steele, Waseca, Nicollet, Blue Earth, Brown, Redwood, Lyon, and Lincoln counties in Minnesota, and Brookings, Kingsbury, Beadle, Hand, Hyde, Hughes, Stanley, Haakon, and Jackson counties in South Dakota. An additional 12.85 miles of existing rail line between Oral and Smithwick, in Fall River County, South Dakota, would also be rebuilt. Rail rehabilitation would include rail and tie replacement, additional sidings, signals, grade crossing improvements, and other system improvements. Four alternatives, including a No Action Alternative (Alternative A), were considered with respect to extension of the system in the final EIS of November 2001. Key issues addressed during scoping for this draft supplemental EIS include those related to horn noise, vibration and horn noise synergies, air quality impacts potentially resulting from increased coal consumption in the region serviced by DM&E, and a programmatic agreement governing cultural resources. Alternative B would call for new construction to occur along the Cheyenne River. Alternative C would avoid new construction in sensitive areas in South Dakota and Wyoming. Alternative D would reconstruct the existing line through Rapid City to Smithwick, provide for new construction to Edgemont, and continue with construction adjacent to the existing rail bed through Newcastle and Moorcroft. As numerous federal and state agencies are involved in the decision regarding choice of a preferred alternative, a number of preferences have been forwarded. POSITIVE IMPACTS: Addition of a third rail carrier to serve the Powder River Basin would increase the efficiency of the movement of coal eastward from the basin. The new rail line would also increase the operational efficiency of DM&E's existing rail line in Minnesota and South Dakota. NEGATIVE IMPACTS: Construction and operation of the rail system would affect geology and soils, surface water and wetlands, groundwater, vegetation, agricultural land and operations, residential and commercial land uses, public land uses, cultural resources, recreation resources, environmental justice with respect to disadvantaged populations and minorities and the elderly, ranching, traditional Native American tribal cultural properties and other cultural resources, visual aesthetics. air quality, certain threatened and endangered species, and safety, including emergency vehicle response times. System operation would result in the generation of noise and vibration. LEGAL MANDATES: Federal Land Policy and Management Act of 1976 (43 U.S.C. 1701 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), Interstate Commerce Commission Termination Act (49 U.S.C. 10901), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 00-0440D, Volume 24, Number 4 and 02-0073F, Volume 26, Number 1, respectively. For the abstract of the draft supplemental EIS, see 05-0683D, Volume 29, Number 4. JF - EPA number: 060339, Final Supplemental EIS--307 pages, Replacement Pages--134 pages, August 10, 2006 PY - 2006 KW - Roads and Railroads KW - Air Quality KW - Air Quality Assessments KW - Bridges KW - Coal KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Geology KW - Indian Reservations KW - Land Management KW - Land Use KW - Minorities KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Safety KW - Soils KW - Transportation KW - Visual Resources KW - Water Quality KW - Wildlife KW - Wetlands KW - Minnesota KW - South Dakota KW - Wyoming KW - Federal Land Policy and Management Act of 1976, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - Interstate Commerce Commission Termination Act, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342434?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-08-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+INTO+THE+POWDER+RIVER+BASIN%2C+POWDER+RIVER+BASIN+EXPANSION+PROJECT%2C+MINNESOTA%2C+SOUTH+DAKOTA%2C+WYOMING+%28FINANCE+DOCKET+NO.+33407+-+DAKOTA%2C+MINNESOTA%2C+AND+EASTERN+RAILROAD+CORPORATION%29%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+2001%29.&rft.title=CONSTRUCTION+INTO+THE+POWDER+RIVER+BASIN%2C+POWDER+RIVER+BASIN+EXPANSION+PROJECT%2C+MINNESOTA%2C+SOUTH+DAKOTA%2C+WYOMING+%28FINANCE+DOCKET+NO.+33407+-+DAKOTA%2C+MINNESOTA%2C+AND+EASTERN+RAILROAD+CORPORATION%29%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: August 10, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - SPAULDING TURNPIKE IMPROVEMENTS, NEWINGTON TO DOVER, STRAFFORD AND ROCKINGHAM COUNTIES, NEW HAMPSHIRE. AN - 36341803; 12205 AB - PURPOSE: Reconstruction and widening of a 3.5-mile segment of Spaulding Turnpike (New Hampshire 16) in Strafford and Rockingham counties, New Hampshire are proposed. The study corridor extends from the Gosling Road/Pease Boulevard interchange (Exit 1) in the town of Newington, across the Little Bay Bridges, to a point just south of the existing toll facility in the city of Dover. The parkway, which is functionally classified as a principal arterial connecting the Seacoast Region with Concord, the Lakes Region, and the White Mountains, serves as a major north-south transportation link in New Hampshire and constitutes a part of the National Highway System. Physical infrastructure deficiencies and high traffic volumes have resulted in congestion, reduce traffic speeds, and increased crash risk in the corridor. Overall crash rate along the corridor has increased an annual rate of 14 percent. This draft EIS considers a No Action Alternative, travel demand measures (TDM), transportation system management (TSM) improvements, the proposed upgrade to increase facility capacity, improvements to selected interchange locations and existing roads, and combinations of these alternatives. Various options for rehabilitation, widening, and/or replacement with respect to the Little Bay Bridges, final disposition of the historic General Sullivan Bridge, consolidation of interchanges, and various designs of grade, alignment, and geometry were evaluated. The preferred alternative would involve rehabilitation and widening of the Little Bay Bridges to eight lanes, including three general purpose lands and an auxiliary lane in each direction. maintaining the existing easterly edge of the bridge and widening the facility at the western edge; rehabilitation of the General Sullivan Bridge to a six-ton loading capacity to continue to function as a pedestrian/bicycle/recreational facility and to accommodate emergency response and maintenance vehicles from Newington; provision of system and local connectivity improvements in Dover, including interchange improvements, ramp improvements, a US 4 bridge replacement, signalization, an underpass at the Little Bay Bridges to connect east and west Hilton Park and the are residential neighborhoods, and sound barriers; improvements in Newington, including interchange improvements, ramp alterations, a reconstructed Woodbury Avenue from Fox Run Road intersection through the Exit 3 interchange area, bridge work at the Woodbury Avenue and Spike Way crossings, and signalization improvements; and TSM and TDM provisions, including three park-and-ride facilities and expansion of three intercity bus services and connectivity improvements for three existing bus routes. Costs of the Little Bay Bridges, General Sullivan Bridge, Dover, and Newington components of the project are estimated at $55.5 million, $23.0 million, $39.5 million, and $39.8 million, respectively. POSITIVE IMPACTS: The reconstructed facility would improve safety and increase transportation efficiency on this major arterial route by relieving traffic congestion and reducing travel time. Increases in traffic demand would be accommodated. Improvements in transportation efficiency in the corridor would indirectly result in an addition of 1,897 jobs to regional employment rolls by the year 2025. The rehabilitation of the General Sullivan Bridge would preserve a historically significant structure. NEGATIVE IMPACTS: Rights-of-way requirements would result in the full displacement of one commercial property and the partial displacement of second property, reducing the local tax base by $2.2 million. The project would also displace 2.7 acres of prime farmland, though the affected lands have not been used for agricultural purposes for decades. Approximately 20.4 acres of wetlands would be affected. An additional 4.2 percent of the watershed for Pickering Brook would be converted to impervious surface, increasing storm water runoff somewhat, and 1.2 acres of the 100-year floodplain would be affected. Impervious surface would also cover 14.1 acres overlying an aquifer in the area of Dover Point and Newington, which could affect aquifer recharge. Current exceedances of federal noise standards would occur along the corridor, but no new exceedences would result and some existing exceedances would be remediated. New rights-of-way and grading would be required at Bayview Park, a recreational site, and Hilton Park would be impacted during construction. The project would directly or indirectly impact the Beane Farm, Isaac Dow House, and the Portsmouth Water Booster in Newington and the Ira Pickham House in Dover, all of which are historically significant sites. Approximately 44 acres within the construction corridor contain archaeological resources of historic and Native American cultural importance. Construction workers could encounter up to 20 hazardous materials 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). JF - EPA number: 060335, Volume 1--744 pages, Volume 2--210 pages (oversize map supplement), Volume 3--791 pages, August 7, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-NH-EIS-06-01-D KW - Transportation KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Surveys KW - Bridges KW - Employment KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Safety KW - Structural Rehabilitation KW - Water Quality KW - Watersheds KW - Wetlands KW - Wildlife Surveys KW - New Hampshire 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/36341803?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-08-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPAULDING+TURNPIKE+IMPROVEMENTS%2C+NEWINGTON+TO+DOVER%2C+STRAFFORD+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.title=SPAULDING+TURNPIKE+IMPROVEMENTS%2C+NEWINGTON+TO+DOVER%2C+STRAFFORD+AND+ROCKINGHAM+COUNTIES%2C+NEW+HAMPSHIRE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Concord, New Hampshire; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Draft. Preparation date: August 7, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - GREENVILLE SOUTHWEST BYPASS STUDY: IMPROVEMENTS TO NC 11 AND US 264 BUSINESS, PITT COUNTY, NORTH CAROLINA. AN - 36341766; 12188 AB - PURPOSE: The improvement of Stantonsburg Road (US 264 Business) and Memorial Drive (North Carolina 11) in Pitt County, North Carolina is proposed to provide a southwest bypass of Greenville. NC 11 has been designated at a strategic highway due to its crucial roe in regional and statewide mobility. The existing level of service on many segments of NC 11 and Stantonsburg Road is E or F, far below acceptable conditions. Crash rates on the segment of NC 11 between Stantonsburg Road and Fire Tower Road are nearly 20 percent higher than the statewide average for other urban routes. The most common crash types are indicative of congested conditions and lack of access control. Travel time for commuters traveling from areas in southwest Pitt County, Winterville, and Ayden to job centers in Greenville along Memorial Drive is currently approximately 45 minutes, representing an average speed of 18 miles per hour (mph) over the 13 miles between Ayden and Winterville, though the posted speed limit is 35 mph. In addition to three new build bypass alternative, this draft EIS considers a No-Build Alternative, a transportation systems management alternative, a mass transit alternative, and upgrading of the existing facilities. Based on the first screening evaluation, a bypass alternative requiring new construction was determined to be the only feasible alternative. Costs of the bypass alternatives range from $179.2 million to $187.8 million. Rights-of-way acquisition would begin in 2009 and construction would begin after 2012. POSITIVE IMPACTS: The bypass would improve traffic flow and reduce congestion on Memorial Drive and Stantonsburg Road within the project corridor, relieve congestion on NC 11 through Greensville, and improve regional travel along the US 264/NC 11 corridor to meet with regional objectives. NEGATIVE IMPACTS: Rights-of-way requirements would result in the loss of 753 to 811 acres of prime farmland and the relocation of 44 to 98 relocations, and community cohesion could be degraded in several neighborhoods traversed by the facility. Two churches would be located just outside of the study corridors. Significant relocation of utility lines would be expected. From 1,607 to 4,927 linear feet of stream would require relocation, and up to 1.5 acres of wetland 18.3 acres of floodplain could be displaced. Pine plantation and hardwood swamp would be lost, along with the associated wildlife habitat. Six properties eligible for inclusion or already listed in the National Register of Historic Places would lie within the designated area of potential impact, and the project could affect archaeological sites of interest. The Renston Rural Historic District would be traversed, and up to 10 contributing properties could be affected. After mitigation, seven to 15 sensitive receptor sites could experience traffic-generated noise levels in excess of federal standards. Two to six hazardous materials and/or hazardous waste sites could be encountered during construction. In addition, an abandoned landfill lies near the northern terminus of the project, though no alignment would be directly affected by the site. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 060318, 366 pages and maps, July 25, 2006 PY - 2006 KW - Roads and Railroads KW - Archaeological Sites Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Landfills KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Transmission Lines KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - North 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/36341766?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-07-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GREENVILLE+SOUTHWEST+BYPASS+STUDY%3A+IMPROVEMENTS+TO+NC+11+AND+US+264+BUSINESS%2C+PITT+COUNTY%2C+NORTH+CAROLINA.&rft.title=GREENVILLE+SOUTHWEST+BYPASS+STUDY%3A+IMPROVEMENTS+TO+NC+11+AND+US+264+BUSINESS%2C+PITT+COUNTY%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Draft. Preparation date: July 25, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NY ROUTE 347 SAFETY AND MOBILITY IMPROVEMENT PROJECT: NORTHERN STATE PARKWAY TO NY ROUTE 25A, TOWNS OF SMITHTOWN, ISLIP, AND BROOKHAVEN, SUFFOLK COUNTY, NEW YORK. AN - 36344507; 12187 AB - PURPOSE: The improvement of 15 miles of New York Route (NY) 347 from its western terminus at the Northern State Parkway southeast to its eastern terminus at NY 25A in Suffolk County, New York is proposed. NY 347 is lined with numerous strip shopping centers, smaller commercial businesses, residential areas, general office space, government office complexes, a regional shopping mall, and parcels of undeveloped land. A study commissioned in 1991 indicated system-wide problems related to congestion and safety. This draft EIS considers a No-Build Alternative and a build alternative with various options at three major intersections. The build alternative would provide an eight-lane arterial between the New York State Parkway and NY Route 347/454 split and a six-lane arterial between the split and NY 25A. This design would, in effect, provide for one additional travel lane in each direction for the entire length of the corridor. In addition, new entrance and exit ramps would be constructed at the bridge for the Northern State Parkway at New Highway. The alternative would include options for two grade-separated interchanges at critical high-volume intersections, namely, the NY 347/454 split, the intersection of NY 347 and Middle County Road, and the intersection of NY 347 and County Road 97 (Nicolls Road). The options for the first and the third intersection would include a grade separated structure or an at-grade intersection would be provided. For the second intersection, a road separated structure would be provided. All other intersections would remain conventional at-grade intersections with wider approach roadways and improved traffic signal systems, with the exception of the NY 347/NY 12 intersection, where a composite jug handle configuration spanning three intersections would be constructed. Various existing median openings would be closed to prevent vehicle crashes resulting from left- and U-turn movements. The alternative would also include transportation system management features such as centralized control and monitoring of all traffic signals, installation of variable message signs upstream of key decision-making points, and closed circuit television cameras to monitor traffic flow and traffic incidents. POSITIVE IMPACTS: The project would improve the capacity, safety, and efficiency of NY 347 significantly, relieving congestion and correcting poor roadway geometrics. The more efficient would contribute to a general decline in per vehicle release of air pollutants in the region. NEGATIVE IMPACTS: Rights-of-way requirements would result in the13 commercial and residential relocations and various impacts to 396 residences and 257 businesses. Wetlands could also be displaced and otherwise affected by increased traffic levels on the facility. Wetland displacement would affect the areas flood storage volume, increasing potential flood hazards. Runoff and percolation could affect the aquifer underlying NY 347, which constitutes the primary source of drinking water within the study area. Eight architecturally significant sites within the project corridor would be impacted by the project, and one of the six archaeological sites discovered within the corridor could contain significant artifacts. Though the project would displace up to eight public parks and recreational facilities as well as open space, but most of these impacts would be limited to the construction period. Traffic-generated noise levels would violate federal standards in the vicinity f 590 sensitive receptor sites; cost-effective noise abatement measures could reduce this figure by 361. Contaminated waste sites could be encountered during construction. 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: 060317, Volume I (Part 1)--977 pages and maps, Volume I (Part 2)--987 pages and maps; Volume II: Appendix A--521 pages, Appendix B--21 pages, Appendix C--521 pages, Appendix C--145 pages, Appendix D(1)--99 pages and maps, Appendix D(2)--521 pages, 857 pages, Appendix D(3)--1,223 pages, Appendix E--32 pages, Appendix F--401 pages and maps, Appendix G(1)--461 pages, Appendix G(2)--512 pages, Appendix H--267 pages, Appendix I--243 pages and maps, Appendix J--69 pages; Volume III: Appendix A--287 pages (oversize), Appendix B--291 pages (oversize), Appendix C--125 pages (oversize), Appendix D--27 pages (oversize), Appendix D--27 pages (oversize); Appendix E--31 pages (oversize), Appendix F--20 pages (oversize), Appendix G--212 pages (oversize), Appendix D--27 pages (oversize, July 24, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-06-XX-D KW - Air Quality Assessments KW - Flood Hazards KW - Hazardous Wastes KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Visual Resources Management KW - Water Quality Assessments KW - Wetlands KW - New York KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344507?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-07-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NY+ROUTE+347+SAFETY+AND+MOBILITY+IMPROVEMENT+PROJECT%3A+NORTHERN+STATE+PARKWAY+TO+NY+ROUTE+25A%2C+TOWNS+OF+SMITHTOWN%2C+ISLIP%2C+AND+BROOKHAVEN%2C+SUFFOLK+COUNTY%2C+NEW+YORK.&rft.title=NY+ROUTE+347+SAFETY+AND+MOBILITY+IMPROVEMENT+PROJECT%3A+NORTHERN+STATE+PARKWAY+TO+NY+ROUTE+25A%2C+TOWNS+OF+SMITHTOWN%2C+ISLIP%2C+AND+BROOKHAVEN%2C+SUFFOLK+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 - 2007-05-08 N1 - SuppNotes - Draft. Preparation date: July 24, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MADAWASKA BORDER STATION, MADAWASKA, AROOSTO0K COUNTY, MAINE. AN - 36342415; 12186 AB - PURPOSE: The construction and operation of a new U.S. Border Station and Commercial Port of Entry to replace an existing station on the Canadian border in Madawaska, Main are proposed. Projections indicate that traffic through the station is growing will continue to growing the foreseeable future. The existing border station site and facilities are inadequate, resulting in extensive queuing and delays. Moreover, the traffic movement pattern is highly difficult to maneuver through, particularly for large trucks, presenting risks to safety and significantly affecting the efficiency of the station's vehicle processing mission. All building spaces are currently occupied beyond capacity and There is no swing or vacant space that could be utilized to house the additional requirements at the site in the future. Five alternatives, including a No Action Alternative, which would continue the use of the existing border facility as is, are considered in this draft EIS. One build alternative has been selected for detailed consideration. The preferred alternative (Alternative D), which would be situated on 12.3 acres of land located 1,600 feet west of the existing border station, would include a main administration building and support buildings, with parking, circulation, and processing areas. The new border station would be designed in accordance with General Services Administration criteria to provide a border station capable of meeting crossing inspection needs for the next 20 years. The existing facilities would be demolished. Cost of construction of the new border station is estimated at $26.8 million. POSITIVE IMPACTS: The new facility would provide expansion space that cannot be accommodated at the existing locations and would improve security and traffic patterns at the border crossing. Construction activities would employ numerous workers. Operational security, efficiency, and safety at the site would be significantly enhanced. NEGATIVE IMPACTS: Demolition of the existing station facilities and construction of the new station would result in minor disturbance to the environment, including loss of vegetation and disturbance of site soils and topography. Acquisition of 0.15 acre of property and the loss of four parking spaces would be required. LEGAL MANDATES: Public Buildings Amendments of 1988 (P.L. 100-678). JF - EPA number: 060316, 97 pages and maps, July 24, 2006 PY - 2006 KW - Roads and Railroads KW - Archaeological Sites Surveys KW - Border Stations KW - Demolition KW - Employment KW - Highways KW - Highway Structures KW - Site Planning KW - Transportation KW - Canada KW - Maine UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342415?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-07-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MADAWASKA+BORDER+STATION%2C+MADAWASKA%2C+AROOSTO0K+COUNTY%2C+MAINE.&rft.title=MADAWASKA+BORDER+STATION%2C+MADAWASKA%2C+AROOSTO0K+COUNTY%2C+MAINE.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, New England Region, Boston, Massachusetts; GSA N1 - Date revised - 2007-05-08 N1 - SuppNotes - Draft. Preparation date: July 24, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - SR 99 ALASKAN WAY VIADUCT AND SEAWALL REPLACEMENT PROJECT, SEATTLE, WASHINGTON. AN - 36343647; 12177 AB - PURPOSE: The replacement of the Alaskan Way Viaduct (State Route (SR) 99) and the Alaskan Way Seawall in downtown Seattle, King County, Washington is proposed. The two facilities are at the end of their useful lives and must be replaced. The SR 99 corridor provides vital transportation connections to and through downtown Seattle as well as between various other regional destinations. The seawall supports Seattle's central waterfront, the Alaskan Way surface street, and numerous utilities serving the city's urban core. The seawall also supports soil surrounding the foundations of the viaduct. Failure of either structure, which is located in a seismically active area, would create severe hardships for the city and the region, and could result in injury or death. Six alternatives, including a No Action Alternative (Alternative ?), were considered in this draft EIS of March 2004. Build alternatives included reconstruction of the viaduct, construction of an aerial highway, provision of a six-lane tunnel in the central section of the corridor, provision of a four-lane bypass tunnel in the central section of the corridor, and replacement of the viaduct with an six-lane at-grade highway. All alternatives would have included the replacement of the seawall, either by rebuilding it, which would involve strengthening the surrounding soils and adding drilled shafts behind the existing seawall, or by constructing a new seawall behind the existing structure. In late 2004, the project partners reduced the number of alternatives from six to three, including the No Action Alternative, the two remaining action alternatives, evaluated in this draft supplement to the draft EIS are the tunnel alternative and the elevated structure alternative. The elevated structure alternative would incorporate elements of the rebuild and aerial alternatives evaluated in the draft EIS. In December 2004, the project partners identified the Tunnel Alternative as the preferred alternative. POSITIVE IMPACTS: The aging, structurally unsound seawall and viaduct would be replaced with up-to-date facilities capable of withstanding earthquakes and offering the capacity to maintain or improve mobility and accessibility for travelers and freight interests using the corridor. Tunnel and at-grade alternatives would result in removal of the viaduct, opening views of Puget Sound and creating opportunities for connections between recreational resources and the city. NEGATIVE IMPACTS: Rights-of-way requirements under the preferred alternative would result in the displacement of commercial buildings and Alaska Square, a small public access shoreline viewing area. Both action alternatives would also result in the alteration of the Waterfront Trail. Demolition of the existing viaduct and the seawall would result in the loss of two structures eligible for listing on the National Register of Historic Places. The number of parking spaces available in the downtown Seattle area would decline regardless of the action alternative chosen; from 270 to 720 spaces would be lost. The tunnel alternative would result in traffic-generated noise levels in excess of federal standards at 44 of the 52 sites modeled for study. Traffic interference and a loss of parking spaces during the lengthy construction period would constitute a significant public nuisance. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0469D, Volume 28, Number 4. JF - EPA number: 060307, 141 pages (Oversized), CD-ROMs--2, July 20, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-WA-EIS-04-01-DS KW - Dikes KW - Earthquakes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Parks KW - Transportation KW - Washington 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 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36343647?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-07-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+99+ALASKAN+WAY+VIADUCT+AND+SEAWALL+REPLACEMENT+PROJECT%2C+SEATTLE%2C+WASHINGTON.&rft.title=SR+99+ALASKAN+WAY+VIADUCT+AND+SEAWALL+REPLACEMENT+PROJECT%2C+SEATTLE%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 - 2007-05-08 N1 - SuppNotes - Draft. Preparation date: July 20, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - INDIAN STREET BRIDGE PD&E STUDY: NEW BRIDGE CROSSING OF THE SOUTH FORK OF THE ST. LUCIE RIVER, COUNTY ROAD 714 (MARTIN HIGHWAY)/SW 36TH STREET/INDIAN STREET, FROM FLORIDA'S TURNPIKE TO EAST OF WILLOUGHBY BOULEVARD, MARTIN COUNTY, FLORIDA. AN - 36349039; 12176 AB - PURPOSE: The construction of a new bridge crossing of the South Fork of the St. Lucie River from Florida's Turnpike to east of Willoughby Boulevard in Martin County, Florida is proposed. The study area is bordered by the Turnpike to the west, Federal Highway (State Route (SR) 5/US 1) to the east, the Interstate 95 (I-95) crossing of the St. Lucie Canal to the south, and the Martin/St/Lucie County line to the north. The project would extend along SR 714/Martin Highway and Southwest 36th Street, providing a new bridge over the South Fork and connecting with Indian Street. In April 1998, a feasibility study was completed addressing the improvement of SR 714 and the Palm City Bridge from four lanes to either six or eight lanes between Florida's Turnpike and Federal Highway. The study determined that it is not feasible to widen the existing SR 714 corridor and the Palm City Bridge. The report recommended that additional corridors be evaluated to provide the needed capacity between Palm City and Stuart, which would require a crossing of the only major tributary of the St. Lucie River. A report on new bridge crossing possibilities was completed in March 2001. Seven corridor alternatives and a No-Build Alternative are considered in this final EIS. In addition, a two-lane and a four-lane cross-section are evaluated for each corridor. Combinations of two two-lane corridors are evaluated to achieve the needed four lanes. Finally, the corridor is broken down into four segments, and two or three final alternatives are presented for each segment. The combination of final alternatives would provide for a four-lane facility from the Turnpike to Kanner Highway and a four- or six-lane facility from Kanner Highway to Willoughby Boulevard. POSITIVE IMPACTS: The project would provide an additional crossing of the St. Lucie River in a highly developed area of Martin County, complementing other transportation network developments in the area. The current bottlenecks at existing crossings would be relieved area growth would be accommodated. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of numerous residential and commercial structures as well as sites providing public services. Five public recreation sites would be affected. Up to three acres of wetland would be displaced, and a portion of the highway would lie within floodplain land. Traffic generated noise levels would exceed federal standards at numerous locations along the roadway corridor. Construction activities would encounter seven hazardous materials 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0199D, Volume 28, Number 2. JF - EPA number: 060306, Final EIS-- 1,221 pages (CD-ROM), Public Involvement Program Appendices--676 pages, Public Hearing Comments (Volume 1)--402 pages, Public Hearing Comments (Volume 2)--251 pages, Analysis of Citizen's Alternative-211 pages, July 19, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-FL-EIS-03-02-D KW - Bridges KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Recreation Facilities KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Florida KW - Department of Transportation Act of 1966, Recreation Resources KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349039?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-07-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INDIAN+STREET+BRIDGE+PD%26E+STUDY%3A+NEW+BRIDGE+CROSSING+OF+THE+SOUTH+FORK+OF+THE+ST.+LUCIE+RIVER%2C+COUNTY+ROAD+714+%28MARTIN+HIGHWAY%29%2FSW+36TH+STREET%2FINDIAN+STREET%2C+FROM+FLORIDA%27S+TURNPIKE+TO+EAST+OF+WILLOUGHBY+BOULEVARD%2C+MARTIN+COUNTY%2C+FLORIDA.&rft.title=INDIAN+STREET+BRIDGE+PD%26E+STUDY%3A+NEW+BRIDGE+CROSSING+OF+THE+SOUTH+FORK+OF+THE+ST.+LUCIE+RIVER%2C+COUNTY+ROAD+714+%28MARTIN+HIGHWAY%29%2FSW+36TH+STREET%2FINDIAN+STREET%2C+FROM+FLORIDA%27S+TURNPIKE+TO+EAST+OF+WILLOUGHBY+BOULEVARD%2C+MARTIN+COUNTY%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Florida; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: July 19, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - NEW COMMERCIAL PORT OF ENTRY AND BORDER STATION, ROUTE I-91, DERBY LINE, VERMONT. AN - 36348996; 12175 AB - PURPOSE: The construction and operation of a new U.S. Border Station and Commercial Port of Entry to replace an existing station on Interstate 91 (I-91) at the Canadian border in Derby Line, Vermont are proposed. Analysis of U.S. Customs and Border Protection data indicates that, although automobile and bus traffic crossing the border at Derby Line have declined since 1997, truck traffic has increased by 36.5 percent. Projections indicate that truck traffic will continue to grow in the foreseeable future at a projected annual rate of 10.2 percent, resulting in a volume of 395,000 vehicles in the year 2020. The existing border station site and facilities are inadequate, resulting in extensive queuing and delays. Moreover, the traffic movement pattern is highly difficult to maneuver through, particularly for large trucks. All building spaces are currently occupied to full capacity and there is no swing or vacant space that could be utilized to house the additional requirements at the site in the future. Four alternatives, including a No Action Alternative, which would continue the use of the existing border facility, are considered in this draft EIS. One build alternative has been selected for detailed consideration. The selected alternative would provide a main port building, primary inspection lanes/booths, a non-commercial secondary inspection building, a commercial secondary inspection building, a vehicle Customs Inspection Service building, an agency vehicle storage garage, a broker building, and out bound inspection lanes/booths. The plan would require modifications to the geometry of I-91 northbound. Cost of construction of the new border station is estimated at $26.8 million. POSITIVE IMPACTS: The new facility would provide expansion space that cannot be accommodated at the existing locations and would improve security and traffic patterns at the border crossing. Construction activities would employ 298 workers over 24 months, with average annual employment rolls of 149 workers. Operational security, efficiency, and safety at the site would be significantly enhanced. NEGATIVE IMPACTS: Modifications to I-91 northbound would require the reduction of the design speed of the freeway in the vicinity of the station to 40 miles per hour. Demolition of the existing station facilities and construction of the new station would result in minor disturbance to the environment, including loss of vegetation and disturbance of site soils and topography. LEGAL MANDATES: Public Buildings Amendments of 1988 (P.L. 100-678). JF - EPA number: 060305, 222 pages and maps, July 19, 2006 PY - 2006 KW - Roads and Railroads KW - Archaeological Sites Surveys KW - Border Stations KW - Demolition KW - Employment KW - Highways KW - Highway Structures KW - Site Planning KW - Transportation KW - Canada KW - Vermont UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36348996?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-07-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+COMMERCIAL+PORT+OF+ENTRY+AND+BORDER+STATION%2C+ROUTE+I-91%2C+DERBY+LINE%2C+VERMONT.&rft.title=NEW+COMMERCIAL+PORT+OF+ENTRY+AND+BORDER+STATION%2C+ROUTE+I-91%2C+DERBY+LINE%2C+VERMONT.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, New England Region, Boston, Massachusetts; GSA N1 - Date revised - 2007-05-08 N1 - SuppNotes - Draft. Preparation date: July 19, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - NC 24 FROM 2.8 MILES WEST OF I-95 TO I-40, CUMBERLAND, SAMPSON, AND DUPLIN COUNTIES, NORTH CAROLINA. AN - 36340460; 12166 AB - PURPOSE: The improvement of North Carolina Route 24 (NC 24) from 2.8 miles west of Interstate 95 (I-95) to I-40 in Cumberland, Sampson, and Duplin counties, North Carolina is proposed. NC 24 has long been an element of the southeastern North Carolina transportation system. Bridge structures along the facility were constructed between 1947 and 1967 and most are in need of repair and upgrading. A 1979 EIS for I-40 from I-95 near Venson to Wilmington identified several locations on NC 24 between Clinton and Warsaw suffering from physical deficiencies in sign distance, alignment, and shoulder width. A July 1994 draft EIS proposed improvement of the NC 24 corridor to rectify these deficiencies and upgrade the facility. Since then, changes in the conditions of the facility and transportation needs in the area have rendered the draft EIS inapplicable; hence, that document has been rescinded. The currently proposed action would involve a combination of widening, reconstruction on new alignment, and other improvements to existing NC 24 to create a four-lane divided facility. Based on the need to avoid disruption to developments within corridor towns, the project would provide bypasses and/or other alternative routings around Stedman, Autryville, and Roseboro. The highway would follow a portion of the Faircloth Freeway in order to bypass Clinton. To the east of Clinton, the route would follow a new location. Widened portions would have partial control of access, while new location segments would have limited access control. Most intersections would remain at-grade. In addition to the proposed Upgrade Alternative, this draft EIS considers a No-Build Alternative; the former alternative has been segmented into 72 alignment alternatives. POSITIVE IMPACTS: The upgraded facility would improve regional and interstate movements between I-95 and I-40, while improving local access across the towns of Clinton, Stedman, Autryville, and Roseboro. NEGATIVE IMPACTS: Rights-of-way acquisition would result in the displacement of 164 to 227 residences, 20 to 29 commercial units, two to five churches, 460-566 acres of forest, 50.6 to 71.7 acres of wetlands, and 266 to 365 acres of prime farmland and 506 to 547 acres of farmland of state and local importance. The project would encroach on 11,600 to15,400 linear feet of floodplain and require realignment of 6,951 to 9,599 linear feet of stream channel. Five architectural resource sites identified as potentially eligible for inclusion in the National Register of Historic Places would be affected; these include Maxwell House, Hllingsworth-Hines Farm, Autryville School, George Washington Bullard House, and J.T. Kennedy House. The project could also affect an eligible historic district in Stedman. Three archaeological sites eligible for inclusion in the National Register could also be affected. One to four known cemeteries could be affected. Several major electric transmission and distribution lines would be crossed. Traffic-general noise levels would exceed federal standards at 51 to 64 sensitive receptor sites. The facility would significantly alter aesthetics in an otherwise rural area. Construction workers would encounter 42 to 57 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). JF - EPA number: 060297, 384 pages and maps, CD-ROM, July 13, 2006 PY - 2006 KW - Roads and Railroads KW - Archaeological Sites KW - Bridges KW - Cemeteries KW - Creeks KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - North Carolina 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/36340460?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-07-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NC+24+FROM+2.8+MILES+WEST+OF+I-95+TO+I-40%2C+CUMBERLAND%2C+SAMPSON%2C+AND+DUPLIN+COUNTIES%2C+NORTH+CAROLINA.&rft.title=NC+24+FROM+2.8+MILES+WEST+OF+I-95+TO+I-40%2C+CUMBERLAND%2C+SAMPSON%2C+AND+DUPLIN+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, North Carolina; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Draft. Preparation date: July 13, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - BART WARM SPRINGS EXTENSION, FREMONT, CALIFORNIA. AN - 36340435; 12157 AB - PURPOSE: Construction and operation of a 5.4-mile extension of the Bay Area Rapid Transit (BART) system in the city of Fremont in southern Alameda County, California are proposed. The project, known as the Warm Springs Extension, would extend 5.4 miles south from the existing Fremont BART Station to a proposed new station in the Warm Springs district of Fremont. An optional station at Irvington is also under consideration. The Warm Springs Station would be a 34-acre multi-modal facility with 2,040 parking spaces and seven bus bays. The station site would be built around an internal circulation system similar to city blocks, so that parking areas could be redeveloped with transit-oriented development while maintaining the internal street system. Tail tracks would extend 3,000 feet south of the station to provide train turn back facilities and temporary train storage capacity. Located just south of the stations adjacent to the tail tracks, the maintenance facility would have rail car lifts and associated shop facilities to accommodate one or two BART cars ad 30 employee parking spaces within a three-acre, fenced maintenance yard. The project would include the addition of 28 new BART vehicles, but the new vehicles would not be required until full rider ship was reached. Traction power facilities (substations and gap breaker stations) would be provided at six locations adjacent to the alignment, as follows: Freemont Station, a point midway between the south subway portal and Paseo Padre Parkway, Blacow Road, a point midway between Auto Mail Parkway and South Grimmer Boulevard, Warms Springs Station, and the maintenance facility. A structure for ventilation pumping and emergency access would be provided at one or two locations along the one-mile subway segment of the alignment in Fremont's Central Park. The optional Irvington Station would be an 18-acre multi-modal facility with 925 parking spaces and five bus bays. In addition to the proposed action, this final EIS considers a No-Build Alternative. POSITIVE IMPACTS: The Warms Springs Extension would enhance regional transit by improving the link between the southern Alameda County-northern Santa Clara County area and the rest of the East Bay and San Francisco. By shortening travel times and improving reliability, the extension would generate additional transit rider ship and reduce overall traffic congestion along the corridor. The extension would help accommodate project future growth in employment and population, reduce pressure to expand roads, and support the region's efforts to meet state ad federal air quality standards. NEGATIVE IMPACTS: Rights-of-way development would require displacement of residences and businesses and substantially diminished access to and parking at businesses and residences near stations. Three historic sites and two archaeologic sites could be damaged. Facilities development would result in loss of wetland habitat, federal forb-grassland habitat, and riparian forest. Western burrowing owl, a federally protected species, and federally protected raptors could be affected. Park use would be disrupted during construction, and the existing of the system would hasten the deterioration of parkland in the area. Local intersections in the vicinity of station facilities would suffer from severe congestion, particularly at peak hours. The extension track and station(s) would lie within a seismically active fault zone, which is, moreover, characterized by expansive soils. Workers and the public could be exposed to hazardous materials in soils and/or groundwater and from accidental system releases. Changes in drainage patterns could lead to flash flooding and flood storage capacity would decline. 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.), Land and Water Conservation Fund Act of 1965 (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). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0385D, Volume 29, Number 3. JF - EPA number: 060288, Final EIS--1,477 pages, Response to Public Comments--366 pages, July 6, 2006 PY - 2006 KW - Roads and Railroads KW - Archaeological Sites KW - Biologic Surveys KW - Birds KW - Cultural Resources Surveys KW - Earthquakes KW - Endangered Species (Animals) KW - Flood Hazards KW - Forests KW - Historic Sites 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 - Water Quality KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Land and Water Conservation Fund Act of 1965, Section 6(f) Statements KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36340435?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-07-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BART+WARM+SPRINGS+EXTENSION%2C+FREMONT%2C+CALIFORNIA.&rft.title=BART+WARM+SPRINGS+EXTENSION%2C+FREMONT%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: July 6, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - INTERSTATE 66, SOMERSET TO LONDON, PULASKI, ROCKCASTLE, AND LAUREL COUNTIES, KENTUCKY. AN - 36341002; 12153 AB - PURPOSE: The construction of a new fully-controlled access facility, to be designated Interstate 66 (I-66), between the Northern Bypass (I-66) in Somerset and I-75 south of London in Pulaski, Rockcastle, and Laurel counties, Kentucky is proposed. The current facilities serving this corridor, particularly Kentucky Route 80, are characterized by congestion and high accident races. Expected economic development in the region would exacerbate this situation and could limit the speed and effectiveness of development. Twelve alternatives, including a No Action Alternative, are considered in this draft EIS. Action alternatives differ largely due to alignments rather than design. All alignments would provide for sufficient rights-of-way for a four-lane interstate freeway facility with depressed medians. The facility would feature two, 12-foot lanes in each direction, 12-foot outside shoulders, and a minimum median width of 60 feet, with six-foot inside shoulders and an outside flop ratio of 6:1. Access to the facility would be limited to interchanges. Depending on the alternative chosen, cost of the project ranges from $144.2 million to $212.1 million. POSITIVE IMPACTS: In addition to improving linkage between the cities of Somerset and London, the project would combine with the Somerset Northern Bypass to provide a link for traffic from the Cumberland Parkway, via the Northern Bypass, to I-75 to the east. The combination of these facilities would provide system linkage between I-75 and the Louie B. Nunn Parkway (formerly the Cumberland Parkway), continuing on to I-65, enhancing regional mobility through the creation of an interstate-to-interstate link within the region. I-66 would also serve to connect the study area to other modes of transport, particularly with reference to the Southern Kentucky Intermodal Park and the Somerset Northern Bypass. NEGATIVE IMPACTS: Rights-of-way requirements would result in a moderate number of residential and business displacements. Taken together the parches of farmland, forest, riparian land, and karst displaced would be significant for each land use category. Stream segments would be relocated, floodplain displaced, and wetlands reduced. Habitat suitable to federally protected plant and animal species would be displaced, and a small area of high quality mussel habitat would be lost. Archaeological and historic sites and public recreational land would be adversely affected under some alternatives. Traffic-generated noise levels would exceed federal standards at numerous locations. Construction workers could encounter hazardous waste sites along the corridor. 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: 060284, 897 pages (oversized, July 5, 2006 PY - 2006 KW - Roads and Railroads KW - Archaeological Sites KW - Creeks KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Parks KW - Recreation Resources KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Shellfish KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Kentucky 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/36341002?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-07-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+66%2C+SOMERSET+TO+LONDON%2C+PULASKI%2C+ROCKCASTLE%2C+AND+LAUREL+COUNTIES%2C+KENTUCKY.&rft.title=INTERSTATE+66%2C+SOMERSET+TO+LONDON%2C+PULASKI%2C+ROCKCASTLE%2C+AND+LAUREL+COUNTIES%2C+KENTUCKY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Frankfort, Kentucky; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Draft. Preparation date: July 5, 2006 N1 - Last updated - 2014-01-30 ER - TY - JOUR T1 - Journal of Geotechnical and Geoenvironmental Engineering AN - 51531819; 2006-081488 JF - Journal of Geotechnical and Geoenvironmental Engineering AU - Mohamedzein, Yahia E A AU - Sargand, S M AU - Masada, T AU - Tarawneh, B AU - Gruver, D Y1 - 2006/07// PY - 2006 DA - July 2006 SP - 960 EP - 961 PB - American Society of Civil Engineers, New York, NY VL - 132 IS - 7 SN - 1090-0241, 1090-0241 KW - backfill KW - numerical models KW - data processing KW - polyethylene KW - deformation KW - pipelines KW - compaction KW - organic compounds KW - soil-structure interface KW - digital simulation KW - underground installations KW - hydrocarbons KW - polymers KW - field studies KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51531819?accountid=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+Geotechnical+and+Geoenvironmental+Engineering&rft.atitle=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.au=Mohamedzein%2C+Yahia+E+A%3BSargand%2C+S+M%3BMasada%2C+T%3BTarawneh%2C+B%3BGruver%2C+D&rft.aulast=Mohamedzein&rft.aufirst=Yahia+E&rft.date=2006-07-01&rft.volume=132&rft.issue=7&rft.spage=960&rft.isbn=&rft.btitle=&rft.title=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.issn=10900241&rft_id=info:doi/ L2 - http://scitation.aip.org/gto LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2006-01-01 N1 - Number of references - 4 N1 - PubXState - NY N1 - Document feature - illus. N1 - SuppNotes - For reference to original see Sargand, S. M. et al., J. Geotech. Geoenviron. Eng., Vol. 131, pp. 39-51, 2005 (DOI: 10.1061/(ASCE)1090-0241(2005)131:1(39)) N1 - Last updated - 2012-06-07 N1 - CODEN - JGENDZ N1 - SubjectsTermNotLitGenreText - backfill; compaction; data processing; deformation; digital simulation; field studies; hydrocarbons; numerical models; organic compounds; pipelines; polyethylene; polymers; soil-structure interface; underground installations ER - TY - JOUR T1 - 'Naturalistic decision making and organizational decision making: exploring the intersections' AN - 36548897; 3359988 JF - Organization studies AU - Lipshitz, Raanan AU - Klein, Gary AU - Carroll, John S AU - Gore, Julie AU - Banks, Adrian AU - Millward, Lynne AU - Kyriakidou, Olivia AU - Alby, Francesca AU - Zucchermaglio, Cristina AU - Roth, Emilie M AU - Multer, Jordan AU - Raslear, Thomas AU - Shattuck, Lawrence G AU - Miller, Nita Lewis AU - Nemeth, Christopher AU - O'Connor, Michael AU - Klock, P Allan AU - Cook, Richard AU - Hatakenaka, Sachi AU - Rudolph, Jenny W AD - University of Haifa ; Klein Associates Division of ARA ; University of Surrey ; University of the Aegean ; Università degli Studi di Roma La Sapienza ; Roth Cognitive Engineering ; Volpe National Transportation Systems Center ; Federal Railroad Administration ; Naval Postgraduate School ; University of Chicago ; University School of Public Health Y1 - 2006/07// PY - 2006 DA - Jul 2006 SP - 917 EP - 1057 VL - 27 IS - 7 SN - 0170-8406, 0170-8406 KW - Anthropology KW - Economics KW - Sociology KW - Group decision making KW - Organizational analysis KW - Management KW - Teamwork KW - Ethnography KW - Organization theory KW - Systems analysis KW - Cognition KW - Interdisciplinary research KW - Networks KW - Problem solving KW - Decision theory KW - Human behaviour UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36548897?accountid=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=Organization+studies&rft.atitle=%27Naturalistic+decision+making+and+organizational+decision+making%3A+exploring+the+intersections%27&rft.au=Lipshitz%2C+Raanan%3BKlein%2C+Gary%3BCarroll%2C+John+S%3BGore%2C+Julie%3BBanks%2C+Adrian%3BMillward%2C+Lynne%3BKyriakidou%2C+Olivia%3BAlby%2C+Francesca%3BZucchermaglio%2C+Cristina%3BRoth%2C+Emilie+M%3BMulter%2C+Jordan%3BRaslear%2C+Thomas%3BShattuck%2C+Lawrence+G%3BMiller%2C+Nita+Lewis%3BNemeth%2C+Christopher%3BO%27Connor%2C+Michael%3BKlock%2C+P+Allan%3BCook%2C+Richard%3BHatakenaka%2C+Sachi%3BRudolph%2C+Jenny+W&rft.aulast=Lipshitz&rft.aufirst=Raanan&rft.date=2006-07-01&rft.volume=27&rft.issue=7&rft.spage=917&rft.isbn=&rft.btitle=&rft.title=Organization+studies&rft.issn=01708406&rft_id=info:doi/ LA - English DB - International Bibliography of the Social Sciences (IBSS) N1 - Date revised - 2013-06-12 N1 - SuppNotes - Collection of 7 articles N1 - Last updated - 2013-09-16 N1 - SubjectsTermNotLitGenreText - 5646 5636 5676 971 3322 6071 1542 11325; 2449 10404; 8634; 12474 971; 7625; 10220; 12602 6099; 9012; 6071 1542 11325; 4460; 6631 10902; 9013 971; 3326 ER - TY - JOUR T1 - Shared situation awareness as a contributor to high reliability performance in railroad operations AN - 36530029; 3359729 AB - Cooperative strategies of individuals within a distributed organization can contribute to increased efficiency of operations and safety. We examine these processes in the context of a particular work domain: railroad operations. Analyses revealed a variety of informal cooperative strategies that railroad workers have developed that span across multiple railroad crafts including roadway workers, train crews, and railroad dispatchers. These informal, proactive communications foster shared situation awareness across the distributed organization, facilitate work, and contribute to the overall efficiency, safety, and resilience to error of railroad operations. We discuss design implications for leveraging new digital technologies and location-finding systems to more effectively support these informal strategies, enhance shared situation awareness, and promote high reliability performance. Reprinted by permission of Sage Publications Ltd JF - Organization studies AU - Roth, Emilie M AU - Multer, Jordan AU - Raslear, Thomas AD - Roth Cognitive Engineering ; Volpe National Transportation Systems Center ; Federal Railroad Administration Y1 - 2006/07// PY - 2006 DA - Jul 2006 SP - 967 EP - 988 VL - 27 IS - 7 SN - 0170-8406, 0170-8406 KW - Sociology KW - Group decision making KW - Digital technology KW - Organizational analysis KW - Railways KW - Teamwork KW - Safety KW - Networks KW - Decision theory KW - Information exchange UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36530029?accountid=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=Organization+studies&rft.atitle=Shared+situation+awareness+as+a+contributor+to+high+reliability+performance+in+railroad+operations&rft.au=Roth%2C+Emilie+M%3BMulter%2C+Jordan%3BRaslear%2C+Thomas&rft.aulast=Roth&rft.aufirst=Emilie&rft.date=2006-07-01&rft.volume=27&rft.issue=7&rft.spage=967&rft.isbn=&rft.btitle=&rft.title=Organization+studies&rft.issn=01708406&rft_id=info:doi/10.1177%2F0170840606065705 LA - English DB - International Bibliography of the Social Sciences (IBSS) N1 - Date revised - 2013-06-12 N1 - Last updated - 2013-09-16 N1 - SubjectsTermNotLitGenreText - 5646 5636 5676 971 3322 6071 1542 11325; 10600 12941 10453; 11229; 8634; 6522 4577 3872 554 971; 12602 6099; 3557 12622; 9013 971; 3326 DO - http://dx.doi.org/10.1177/0170840606065705 ER - TY - RPRT T1 - AROOSTOOK COUNTY TRANSPORTATION STUDY, AROOSTOOK COUNTY, MAINE (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2002). AN - 36342289; 12154 AB - PURPOSE: The implementation of highway improvements within northeastern Aroostook County, Maine is proposed to improve transportation within the area and connections between this area and other portions of the US and Canada. The county suffers from a long-term loss of population, a high unemployment rate, and a lack of access to surrounding provinces. The 100-mile-long study corridor, which is located in the northeastern corner of the state, extends from Interstate 95 (I-95) at Island Falls to I-95 at Houlton, and north to Fort Kent and Hamlin. Four corridor alternatives and a No Action Alternative were considered in this draft EIS of February 2002. Corridor H modified would extend 99 miles on a new location from I-95 at Smyrna Mills to Madawaska. Corridor K modified would extend 95 miles on a new location from Houlton to Madawaska. Composite Corridor 1, which would extend 140 miles, would upgrade the existing facility from Houlton to Fort Kent and to Van Buren. Composite Corridor 2 would extend 142 miles on a new location from I-95 at Smyrna Mills to Presque Isle and upgrade corridors from Presque Isle to Fort Kent and to Van Buren. Depending on the corridor selected, the project would provide facilities on new locations and variously upgrade Route 1, Route 1A, Route 161, and/or local secondary roads. Each corridor involves the construction of bypasses to remove traffic from town centers. These four alternatives are divided into 11 segments for consideration in this draft supplement to the draft EIS. The currently proposed alignment for the highway would follow three of the 11 segments and associated corridor management plans for the portion of Route 1 between Presque Isle and Caribou and between Caribou and Van Buren. POSITIVE IMPACTS: The highway improvements would maintain and expand the county's economy as it affects population, employment, diversification of jobs, and income. The facility would enhance the marketability of the county's existing and potential economic access, improve access to jobs and services, improve connections to markets within and outside the county, and improve access to intermodal transport connections. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 1,922 to 2,903 acres of land, including farmland, forested land, and land on which commercial and residential structures are situated. Archaeological and historic sites potentially eligible for inclusion in the National Register of Historic Places and significant trail rights-of-way would be affected. The project could require construction within a 100-year floodplain, and 180 to 278 acres of wetlands could be displaced. Deer wintering area and wading bird habitat would be lost, and critical habitat for Canada lynx, a federally protected species, could 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, 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, see 02-0202D, Volume 26, Number 2. JF - EPA number: 060285, Draft Supplemental EIS--421 pages and maps, Route 1 Corridor Management Plan (Caribou to Van Buren)--70 pages, Route 1 Corridor Management Plan (Presque Isle to Caribou)--70 pages, Technical Report--314 pages, Technical Memorandum--62 pages and maps, Economic Technical Report--65 pages, Section 4(f) Evaluation--201 pages (oversized), Environmental Technical Report--221 pages (oversized, July 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-ME-EIS-02-01-SD KW - Archaeological Sites KW - Birds KW - Employment KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Canada KW - Maine 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, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36342289?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AROOSTOOK+COUNTY+TRANSPORTATION+STUDY%2C+AROOSTOOK+COUNTY%2C+MAINE+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2002%29.&rft.title=AROOSTOOK+COUNTY+TRANSPORTATION+STUDY%2C+AROOSTOOK+COUNTY%2C+MAINE+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2002%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Augusta, Maine; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Draft. Preparation date: July 2006 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Using eye movement activity as a correlate of cognitive workload AN - 17217590; 6903478 AB - In the present study, we investigated the effect on air traffic controller operations and workload from the use of weather displays. Specifically, we assessed the impact on severe weather avoidance, controller efficiency, controller-pilot communications, and the safety of airspace operations when controllers managed traffic during adverse weather conditions. The results showed a significant impact on controller efficiency from the use of weather displays with an increase in sector throughput by up to 10%. We found no significant effects of weather displays on severe weather avoidance, controller communications, and subjective workload ratings. However, using eye movement activity measures that correlate with cognitive workload, we found significantly shorter blink durations when controllers operated traffic in conditions lacking a weather display, indicating a higher workload level during these conditions. Also, the mean pupil diameter was significantly larger when controllers used a static storm forecast tool compared to when controllers used a dynamic forecast tool, indicating a higher workload level during the use of static tools. We conclude that eye movement activity measures can provide a more sensitive measure of controller workload, and that subjective ratings might not capture more transient fluctuations in workload levels during system or display interactions. Relevance to industry Using real-time eye movement activity measures, designers can better evaluate changes in operator workload during the design and evaluation of complex systems. If we can detect workload-inducing conditions early in the design process, we can improve the design, optimize operator workload, and reduce developmental costs. JF - International Journal of Industrial Ergonomics AU - Ahlstrom, Ulf AU - Friedman-Berg, Ferne J AD - FAA Human Factors Group, FAA Technical Center, Bldg. 28, Atlantic City International Airport, NJ 08405, USA, Ulf.Ahlstrom@faa.gov Y1 - 2006/07// PY - 2006 DA - Jul 2006 SP - 623 EP - 636 PB - Elsevier Science B.V., P.O. Box 211 Amsterdam 1000 AE Netherlands, [mailto:nlinfo-f@elsevier.nl], [URL:http://www.elsevier.nl/] VL - 36 IS - 7 SN - 0169-8141, 0169-8141 KW - Health & Safety Science Abstracts KW - Air traffic control KW - Eye movements KW - Regression modelling KW - Weather displays KW - Workload KW - Weather KW - Communications KW - air traffic control KW - Cognitive ability KW - working conditions KW - Ergonomics KW - Occupational health KW - H 10000:Ergonomics/Human Factors UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17217590?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=International+Journal+of+Industrial+Ergonomics&rft.atitle=Using+eye+movement+activity+as+a+correlate+of+cognitive+workload&rft.au=Ahlstrom%2C+Ulf%3BFriedman-Berg%2C+Ferne+J&rft.aulast=Ahlstrom&rft.aufirst=Ulf&rft.date=2006-07-01&rft.volume=36&rft.issue=7&rft.spage=623&rft.isbn=&rft.btitle=&rft.title=International+Journal+of+Industrial+Ergonomics&rft.issn=01698141&rft_id=info:doi/10.1016%2Fj.ergon.2006.04.002 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-07-01 N1 - Last updated - 2015-03-25 N1 - SubjectsTermNotLitGenreText - Weather; Communications; air traffic control; Cognitive ability; Ergonomics; working conditions; Occupational health DO - http://dx.doi.org/10.1016/j.ergon.2006.04.002 ER - TY - RPRT T1 - COAST GUARD NATIONWIDE AUTOMATIC IDENTIFICATION SYSTEM. AN - 36347848; 12275 AB - PURPOSE: The implementation of the Nationwide Automatic Identification System (NAIS) project by the U.S. Coast Guard is proposed. Under the International Maritime Organization's Safety of Life at Sea Convention (SOLAS) and federal law and presidential directives, the U.S. is required to install an Automatic Identification System (AIS) capable of providing information from ship to ship and from ship to coastal authorities automatically. AIS systems must be fitted aboard all ships of 300 gross tons and upwards traveling internationally, cargo ships of 500 gross tons and upwards not engaged on international voyages, and passenger ships irrespective of size built on or after July 1, 2002. The technical and operational requirements of the NAIS requires the system to be operational in both inland navigable waters and the open ocean out to 2,000 nautical miles offshore. Three implementation alternatives and a No Action Alternative are considered in this final programmatic EIS. Implementation of the NAIS project would involve installing AIS receivers, transmitters, transceivers, repeaters, and other equipment on towers or other structures at up to 450 sites along 95,000 miles of coastline and inland waterways, as well as the use of selected remote platforms, such as satellites, offshore oil and gas platforms, and data buoys. No single implementation alternative could meet the technical and operational requirements of the large and geographically variable area under consideration. As a result, the Coast Guard decided on a combination of implementation alternatives, as follows: 1) NAIS short-range coverage, out to 50 nautical miles, to be provided by shore-based radio frequency sites; 2) NAIS long-range coverage, out to 2,000 nautical miles, to be provided by satellite services leased from commercial satellite providers or the government; and 3) supplemental NAIS long-range coverage, out to 2,000 nautical miles, to be provided via existing offshore oil and gas platform and data buoy capabilities. The NAIS project is a Department of Homeland Security Level I investment and a Coast Guard major systems acquisition; hence, it would be expected to be implemented fully and operational by 2014. POSITIVE IMPACTS: The NAIS project would provide the Coast Guard with the capability to receive and distribute information from shipboard AIS equipment and transmit information to AIS-equipped vessels carrying AIS equipment approaching or operating in the U.S. maritime domain where little or no vessel tracking capability currently exists. The information network would satisfy the Coast Guard's need to enhance homeland security while carrying out its mission to ensure maritime safety and security, preserve maritime mobility, protect the marine environment, enforce U.S. laws and international treaties, and perform search and rescue operations. NEGATIVE IMPACTS: The only long-term impacts expected from NAIS implementation would involve moderate impacts due to tower facilities placed in coastal areas populated largely by low-income and minority residents. The impacts would largely involve degradation of the visual aesthetics. LEGAL MANDATES: Homeland Security Presidential Directive 13, Maritime Transportation Security Act of 2002, National Security Presidential Directive 14, and Safety of Life at Sea Convention. PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0467D, Volume 30, Number 3. JF - EPA number: 060405, 214 pages, June 23, 2006 PY - 2006 KW - Water KW - Aerospace KW - Air Quality Assessments KW - Communication Systems KW - Environmental Justice KW - International Programs KW - Military Facilities (Coast Guard) KW - Safety KW - Ships KW - Transportation KW - Visual Resources KW - Maritime Transportation Security Act of 2002, Project Authorization KW - Homeland Security Presidential Directive 13, Compliance KW - National Security Presidential Directive 14, Compliance KW - Safety of Life at Sea Convention, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347848?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-06-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COAST+GUARD+NATIONWIDE+AUTOMATIC+IDENTIFICATION+SYSTEM.&rft.title=COAST+GUARD+NATIONWIDE+AUTOMATIC+IDENTIFICATION+SYSTEM.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Cost Guard, Washington, District of Columbia; DOT N1 - Date revised - 2007-05-08 N1 - SuppNotes - Final. Preparation date: June 23, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - PROGRAMMATIC IMPLEMENTATION OF THE U.S. COAST GUARD NATIONWIDE AUTOMATIC IDENTIFICATION SYSTEM PROJECT, PROVIDING VESSEL IDENTIFICATION, TRACKING AND INFORMATION EXCHANGE CAPABILITIES TO SUPPORT NATIONAL MARITIME INTERESTS. AN - 36346228; 12142 AB - PURPOSE: The implementation of the Nationwide Automatic Identification System (NAIS) project by the U.S. Coast Guard is proposed. Under the International Maritime Organization's Safety of Life at Sea Convention (SOLAS) and federal law and presidential directives, the U.S. is required to install Automatic Identification System (AIS) capable of providing information from ship to ship and from ship to coastal authorities automatically. AIS systems must be fitted aboard all ships of 300 gross tons and upwards traveling internationally, cargo ships of 500 gross tons and upwards not engaged on international voyages, and passenger ships irrespective of size built on or after July 1, 2002. The technical and operational requirements of the NAIS requires the system to be operational in both inland navigable waters and the open ocean out to 2,000 nautical miles offshore. Three implementation alternatives are considered in this draft programmatic EIS. Implementation of the NAIS project would involve installing AIS receivers, transmitters, transceivers, repeaters, and other equipment on towers or other structures at up to 450 sites along 95,000 miles of coastline and inland waterways, as well as the use of selected rewove platforms, such as satellites, offshore oil and gas platforms, and data buoys. No single implementation alternative could meet the technical and operational requirements of the large and geographically variable area under consideration. As a result, the Coast Guard decided on a combination of implementation alternatives, as follows: 1) NAIS short-range coverage, out to 50 nautical miles, to be provided by shore-based radio frequency sites; 2) NAIS long-range coverage, out to 2,000 nautical miles, to be provided by satellite services leased from commercial satellite providers or the government; and 3) supplemental NAIS long-range coverage, out to 2,000 nautical miles, to be provided via existing offshore oil and gas platform and data buoy capabilities. The NAIS project is a Department of Homeland Security Level I investment and a Coast Guard major systems acquisition; hence, it would be expected to be implemented fully and operational by 2014. POSITIVE IMPACTS: The NAIS project would provide the Coast Guard with the capability to receive and distribute information from shipboard AIS equipment and transmit information to AIS-equipped vessels carrying AIS equipment approaching or operating in the U.S. maritime domain where little or no vessel tracking capability currently exists. The information network would satisfy the Coast Guard's need to enhance homeland security while carrying out its mission to ensure maritime safety and security, preserve maritime mobility, protect the marine environment, enforce U.S. laws and international treaties, and perform search and rescue operations. NEGATIVE IMPACTS: The only long-term impacts expected from NAIS implementation would involve moderate impacts due to tower facilities placed in coastal areas populated largely by low-income and minority residents. The impacts would largely involve degradation of the visual aesthetics. LEGAL MANDATES: Homeland Security Presidential Directive 13, Maritime Transportation Security Act of 2002, National Security Presidential Directive 14, and Safety of Life at Sea Convention. JF - EPA number: 060271, 214 pages, June 23, 2006 PY - 2006 KW - Water KW - Aerospace KW - Air Quality Assessments KW - Communication Systems KW - Environmental Justice KW - International Programs KW - Military Facilities (Coast Guard) KW - Safety KW - Ships KW - Transportation KW - Visual Resources KW - Maritime Transportation Security Act of 2002, Project Authorization KW - Homeland Security Presidential Directive 13, Compliance KW - National Security Presidential Directive 14, Compliance KW - Safety of Life at Sea Convention, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36346228?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-06-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PROGRAMMATIC+IMPLEMENTATION+OF+THE+U.S.+COAST+GUARD+NATIONWIDE+AUTOMATIC+IDENTIFICATION+SYSTEM+PROJECT%2C+PROVIDING+VESSEL+IDENTIFICATION%2C+TRACKING+AND+INFORMATION+EXCHANGE+CAPABILITIES+TO+SUPPORT+NATIONAL+MARITIME+INTERESTS.&rft.title=PROGRAMMATIC+IMPLEMENTATION+OF+THE+U.S.+COAST+GUARD+NATIONWIDE+AUTOMATIC+IDENTIFICATION+SYSTEM+PROJECT%2C+PROVIDING+VESSEL+IDENTIFICATION%2C+TRACKING+AND+INFORMATION+EXCHANGE+CAPABILITIES+TO+SUPPORT+NATIONAL+MARITIME+INTERESTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Cost Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Draft. Preparation date: June 23, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - ELEVENTH STREET BRIDGES, ANACOSTIA FREEWAY (I-295/DC 295) TO THE SOUTHEAST/SOUTHWEST FREEWAY (I-695), WASHINGTON, D.C. AN - 36345401; 12139 AB - PURPOSE: The reconstruction and reconfiguration of the interchange of the Southeast/Southwest Freeway and the Anacostia Freeway over the Anacostia River in Southeast Washington, District of Columbia are proposed. Four build alternatives and a No-Build Alternative are considered in this draft EIS. The key design features of the one-mile interchange and river crossing project include new ramps east of the Anacostia Freeway to connect both directions of the Anacostia Freeway with cross-river freeway bridges; local traffic would be separated from freeway traffic either by dedicating one bridge to each use or by providing a physical separation of uses on each bridge; and maintenance of the current four-lane capacity in each direction, with two lanes provided for local traffic , along with enhanced facilities for bicyclists and pedestrians adjacent to the local traffic lanes. The local lanes would be designed to accommodate a streetcar line if that should result from the implementation of a separate project. West of the river, the project would rehabilitate or replace portions of he Southeast Freeway from approximately Sixth Street north to the Eleventh Street bridges. This would include reconstruction of the entrance and exit ramps and relocation of the freeway connection to the bridges. The Existing raps a N Street would be moved to M Street The existing exit between Ninth and Tenth streets would be moved to Ninth Street. Reconstruction of the existing bridges across the Anacostia River would use the existing piers if possible. The eight existing freeway lanes would be maintained in the new crossing. Three of the four build alternatives would use separate two-way bridges for the freeway and the surface street traffic, while the fourth alternative would maintain the existing pair of one-way crossings with local and freeway traffic carried on each structure. East of the river, the project would reconfigure the interchange between the Anacostia Freeway and the bridges. POSITIVE IMPACTS: The project would improve the highway connection between the Southeast/Southwest Freeway and Anacostia Freeway in Southeast Washington by replacing missing infrastructure, providing missing connections to improve traffic flow to and from downtown Washington, discourage cit-through traffic on neighborhood streets improve local access, and link land uses across the Anacostia River. NEGATIVE IMPACTS: Under three of the four build alternatives, rights-of-way development would affect Anacostia Community Boathouse Association operations and would require demolition of all or part of the association's building; the building would be refurbished or replaced following construction. Nine to 11.7 acres of Anacostia Park and 0.3 to 0.8 acre of Virginia Avenue Park would be converted to highway use. The project would displace 0.17 to 0.34 acre of wetlands. Views from Anacostia Park could suffer aesthetically. Some parking lot spaces would be lost. Air pollutant emissions in the corridor would increase somewhat, but no regional impacts would be expected. Noise levels would exceed federal standards at least one Location under any alternative. 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: 060268, Volume 1--488 pages, Volume 2--756 pages, June 23, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-DC-EIS-06-01-D KW - Air Quality KW - Air Quality Assessments KW - Bridges KW - Cultural Resources Surveys KW - Highways KW - Highway Structures KW - Noise Assessments KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Transportation Surveys KW - Visual Resources KW - Water Quality Assessments KW - Wetlands KW - District of Columbia KW - Department of Transportation Act of 1966, Parks 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/36345401?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-06-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ELEVENTH+STREET+BRIDGES%2C+ANACOSTIA+FREEWAY+%28I-295%2FDC+295%29+TO+THE+SOUTHEAST%2FSOUTHWEST+FREEWAY+%28I-695%29%2C+WASHINGTON%2C+D.C.&rft.title=ELEVENTH+STREET+BRIDGES%2C+ANACOSTIA+FREEWAY+%28I-295%2FDC+295%29+TO+THE+SOUTHEAST%2FSOUTHWEST+FREEWAY+%28I-695%29%2C+WASHINGTON%2C+D.C.&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 - 2006-10-01 N1 - SuppNotes - Draft. Preparation date: June 23, 2006 N1 - Last updated - 2014-01-30 ER - TY - CPAPER T1 - Mobile Source Air Toxics Analysis of FHWA Projects T2 - 99th Annual Conference and Exhibition of the Air and Waste Management Association AN - 40146824; 4296415 DE: JF - 99th Annual Conference and Exhibition of the Air and Waste Management Association AU - Houk, J AU - Claggett, M Y1 - 2006/06/20/ PY - 2006 DA - 2006 Jun 20 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40146824?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=99th+Annual+Conference+and+Exhibition+of+the+Air+and+Waste+Management+Association&rft.atitle=Mobile+Source+Air+Toxics+Analysis+of+FHWA+Projects&rft.au=Houk%2C+J%3BClaggett%2C+M&rft.aulast=Houk&rft.aufirst=J&rft.date=2006-06-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=99th+Annual+Conference+and+Exhibition+of+the+Air+and+Waste+Management+Association&rft.issn=&rft_id=info:doi/ L2 - http://www.awma.org/ACE2006/images/2006%20FinalProgram1.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - First Order Approximation Methodology to Estimate1 Aircraft PM Emissions T2 - 99th Annual Conference and Exhibition of the Air and Waste Management Association AN - 40126281; 4296409 JF - 99th Annual Conference and Exhibition of the Air and Waste Management Association AU - Iovinelli, R Y1 - 2006/06/20/ PY - 2006 DA - 2006 Jun 20 KW - Aircraft KW - Aerial surveys UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40126281?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=99th+Annual+Conference+and+Exhibition+of+the+Air+and+Waste+Management+Association&rft.atitle=First+Order+Approximation+Methodology+to+Estimate1+Aircraft+PM+Emissions&rft.au=Iovinelli%2C+R&rft.aulast=Iovinelli&rft.aufirst=R&rft.date=2006-06-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=99th+Annual+Conference+and+Exhibition+of+the+Air+and+Waste+Management+Association&rft.issn=&rft_id=info:doi/ L2 - http://www.awma.org/ACE2006/images/2006%20FinalProgram1.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - BURR TRAIL MODIFICATIONS, CAPITOL REEF NATIONAL PARK, GARFIELD COUNTY, UTAH. AN - 36341337; 12132 AB - PURPOSE: The implementation of modifications to the road transportation system associated with the Burr Trail within Capitol Reef National Park, Garfield County, Utah is proposed. The park, located in south-central Utah, is known for its sedimentary formations, cliffs, monoliths, and an abundance of canyons. The Burr Trail is a 66-mile backcountry road that passes through lands administered by the National park Service and the Bureau of Land Management. Approximately 8.4 miles of the trail passes through the southern portion of Capitol Reef National Park. Four alternatives, including a No Action Alternative, are considered in this final EIS. Three of the alternatives would involve road modifications to stabilize parts of the road surfaces using gravel-based material (some with geotextile fabric), install or improve drainage facilities at creek crossings, modify the road at mile post 0.65 to accommodate two-way traffic, and install slope protection along portions of the northern bank of Sandy Creek. The proposed action would modify a one-mile segment of the Burr Trail and address drainage concerns at the Burr Trail/Halls Creek crossing and at a drainage that crosses the road near the base of the switchbacks in Burr Canyon. The one-mile segment of road under consideration extends from the eastern park boundary to The Post. Based on the park's 1998 general management plan, Capital Reef National Park provides three justifications for the proposed action. The preferred alternative (Alternative A) would emphasize maintenance of the rustic character of the road, minimizing disturbance to the environment and integrating the visitor with the surrounding landscape. A prominent overhanging rock at mile post 0.65, which is a local landmark but which restricts the road to less than two lanes, would be left in place. Additional width for a two-lane road at this point would be obtained by expanding the roadside ditch toward the rock and adding a rock embankment on the south road bank adjacent to Sandy Creek. This would preserve the geological feature and landform. O the minor changes to the road surface and drainage features would also be undertaken. POSITIVE IMPACTS: The proposed road modifications and improvements would provide for safe travel on an all-weather, well maintained, variable-width, unpaved gravel and native material roadway, acknowledging that the road would be occasionally impassible due to weather conditions; retain the winding nature and adventure some character of the Burr Trail through the park; and protection the natural and cultural setting of the park. NEGATIVE IMPACTS: Construction activities would result in travel delays for visitors to the park. Construction activities and road widening in some places would destroy vegetation and displace soils. LEGAL MANDATES: National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.) and Presidential Proclamation 2246 of August 2, 1937 (50 Stat. 1856). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0543D, Volume 29, Number 4. JF - EPA number: 060261, 312 pages, June 20, 2006 PY - 2006 KW - Parks, Refuges and Forests KW - Agency number: DES 05-24 KW - Desert Land KW - Drainage KW - National Parks KW - Roads KW - Safety KW - Trails KW - Transportation KW - Vegetation KW - Weather KW - Capitol Reef National Park KW - Utah KW - National Park Service Organic Act of 1916, Compliance KW - Presidential Proclamation 2246, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36341337?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-06-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BURR+TRAIL+MODIFICATIONS%2C+CAPITOL+REEF+NATIONAL+PARK%2C+GARFIELD+COUNTY%2C+UTAH.&rft.title=BURR+TRAIL+MODIFICATIONS%2C+CAPITOL+REEF+NATIONAL+PARK%2C+GARFIELD+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service, Torrey, Utah; DOI N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: June 20, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARBOR PROJECT, ERIE COUNTY, NEW YORK. AN - 36348207; 12125 AB - PURPOSE: The implementation of the South towns Connector/Buffalo Outer Harbor Project in Buffalo area of Erie County, New York is proposed the project would include improvement of a section of New York State Route (NYS) 5 from the Buffalo Skyway Bridge to NYS 179, construction of a new arterial road from Interstate 90 (I-90) to Tift Street, reconstruction of Ohio Street from Michigan Avenue to NYS 5, and implementation of various multi-modal access improvements along the affected roads. Four alternatives, including a No Action Alternative, are considered in this final EIS. The Improvement Alternative would involve simplification of the existing roadway system. The Boulevard Alternative would involve converting NYS 5 from an expressway to a six-lane boulevard. The Hybrid Alternative would implement a combination of the other two new build alternatives. All build alternatives would incorporate improvements along Ohio Street from Michigan Avenue to NYS 5 and construction of a new four-lane, or two-lane expandable to four-lane, arterial road connecting I-190 to Tifft Street, with signalized intersections at Seneca Street, Elk Street, and South Park Avenue. All action alternatives would implement an interpretative program along Ohio Street for the Industrial Heritage Trail. Estimated construction costs for the modified Improvement, Boulevard, and Hybrid alternatives are $95.1 million, $124.0 million, and $131.9 million, respectively. including respective rights-of-way acquisition costs of $9.4 million, $8.4 million, and $7.6 million. A modified version of the Improvement Alternative has been selected as the preferred alternative. POSITIVE IMPACTS: The project would improve existing access and or provide new road access to specific redevelopment sites within the corridor, such as the NFTA Outer Harbor Lands, Union Ship Canal Redevelopment Area, the former LTV/Republic Steel site, and the former Bethlehem Steel site. The NYS 5/Fuhrmann Boulevard/Ohio Street complex along the Buffalo Outer Harbor would be reconfigured into a system more compatible with the proposed land uses included in local plans. Overall, the system would provide and preserve adequate service for commuter/commercial traffic between the South towns and downtown Buffalo and improve local access to and along the waterfront for other modes, including transit, bicycles, and pedestrians. NEGATIVE IMPACTS: Rights-of-way requirements would displace 80 parcels encompassing through acquisition and easement a total of 10.1 acres of land, three residential and three commercial structures, one mixed residential/commercial building, and one business. The project would displace one building (630 Ohio Street) that is eligible for inclusion in the National Register of Historic Places. Non-conforming geometrics could occur along two or three segments. The expressway would continue to include deficient segments between Ohio Street to Tifft Street, I-90 to Ridge Road and, possibly, I-90 to Ogden Street and I-90 to Hamburg Street, as well as at two to six intersections. Traffic-generated noise would exceed federal standards at 134 to 149 sensitive receptor sites during the morning and 133 to 171 receptor sites during the evening. Hazardous waste and/or contaminated materials would be encountered by construction workers at the LTV/Republic Steel site, near the Mobil Exxon facility, and within portions of the Buffalo Outer Harbor and the Bethlehem Street sites. Asbestos would be encountered at 17 bridges and four buildings. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0650D, Volume 29, Number 4. JF - EPA number: 060254, Final EIS--581 pages and maps, Plans and Profiles--187 pages (oversized), Appendix B--62 pages, Appendix C--171 pages and maps, Appendix C (Attachments)--229 pages and maps, Appendix D--67 pages and maps, Appendix E--51 pages, Appendix F--125 pages and maps, Appendix G-95 pages, Appendix H--23 pages, Appendix I--36 pages, Appendix J--22 pages and maps, Appendix K--722 pages and maps, Appendix L--70 pages and maps, Appendix M--69 pages and maps, Appendix N--31 pages, Appendix O--42 pages, Appendix P--317 pages, June 15, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-06-02-F KW - Air Quality KW - Air Quality Assessments KW - Bridges KW - Cost Assessments KW - Cultural Resources Assessments KW - Economic Assessments KW - Energy Consumption Assessments KW - Health Hazard Analyses KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Safety KW - Safety Analyses KW - Traffic Analyses KW - Trails KW - Transportation KW - Visual Resources Surveys KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36348207?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-06-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARBOR+PROJECT%2C+ERIE+COUNTY%2C+NEW+YORK.&rft.title=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARBOR+PROJECT%2C+ERIE+COUNTY%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: June 15, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - MIAMI NORTH CORRIDOR, MIAMI-DADE COUNTY, FLORIDA (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 1998). AN - 36341422; 12118 AB - PURPOSE: The implementation of heavy rail transit improvements from northern Miami to the Broward/Dade county line, located in southern Florida, is proposed. Due to congestion along I-95 and SR 826, commuters have begun using NW 27th Avenue as an alternative north-south corridor. The roadway is the only north-south arterial linking Broward County with the Miami Airport area. Traffic congestion is projected to increase with the anticipated population growth along the corridor. This supplemental draft EIS updates the January 1998 draft EIS. A one-percent sales surtax initiative in July 1999 failed, making the funding of the project impractical at the time, resulting in the suspension of the EIS process. The passage of the People's Transportation Plan and the related 0.5-percent sales surtax in November 2002 enabled the Miami-Date Transit Agency to reactivate the EIS process. This document proposes a number of adjustments to the Build Alternative alignment recommended in the 1998 statement. The transit project, which would constitute an extension of the existing Metrorail system, would extend nine miles on an elevated along NW 27th Avenue from NW 76th Street to NW 215th Street at the Broward County line. The line would be accessed via seven stations, From NW 79th Street to NW 87th Street, the tracks would be located east or west of NW 27th Avenue. North of NW 87th Street, it would lie to the east or west of NW 27th Avenue on its own alignment. The project would incorporate opportunities for transit-oriented development, joint development, and redevelopment of neighboring land uses. supported by seven park-and-ride lots, and would use 16 new rail cars. In addition to the proposed action, this draft supplement addresses a transportation system management alternative and a No-Build Alternative. Cost of the project is estimated at $783.5 million; annual operating and maintenance costs are estimated at $579.7 million. POSITIVE IMPACTS: The transportation system would reduce traffic congestion in the area, address projected demographic trends, and correct current system deficiencies. The transit project would reduce annual vehicle miles traveled by 23.9 million, respectively. The facilities alternatives would provide a safe, efficient, economical, attractive and integrated multimodal system that offers convenient, accessible, and affordable mobility to all people and for all goods, conserve energy, and protect the natural and social environments. Air quality, relative to the No-Build Alternative, would improve. The project would provide 13,940 construction-related jobs at a total annual wage of $30 million. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 12 residences, 90 businesses, one institution, and 82 other structures. All residential displacements and a large percentage of the business displacements would involve minority residences and business interests. The rail development and associated redevelopment of the corridor and beyond could increase rents and result in further displacements. Noise and structural impacts would have a disproportionate impact on minority occupants. Nine miles of overhead guide way, seven stations, and seven park-and-ride facilities would degrade visual aesthetics in the area. Approximately 440 trees would be removed. Four properties would be affected by train-related noise levels in excess of federal standards. Construction workers would encounter 27 sites with a medium risk of contamination of 16 sites with a high risk of contamination. Utility-transit conflicts could occur at up to 22 locations. LEGAL MANDATES: Intermodal Surface Transportation Efficiency Act of 1991, Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Urban Mass Transportation Act of 1964 (49 U.S.C. 1601 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0032D, Volume 22, Number 1. JF - EPA number: 060247, Draft Supplemental EIS--498 pages, Conceptual Engineering Drawings--84 pages (oversized, June 9, 2006 PY - 2006 KW - Roads and Railroads KW - Air Quality KW - Cost Assessments KW - Employment KW - Energy Consumption KW - Environmental Justice KW - Hazardous Wastes KW - Highways KW - Impact Assessment Methodology KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 106 Statements KW - Transportation KW - Vegetation KW - Visual Resources KW - Urban Development KW - Urban Renewal KW - Wildlife Surveys KW - Florida KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance KW - Urban Mass Transportation Act of 1964, Funding KW - Intermodal Surface Transportation Efficiency Act of 1991, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36341422?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-06-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MIAMI+NORTH+CORRIDOR%2C+MIAMI-DADE+COUNTY%2C+FLORIDA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+1998%29.&rft.title=MIAMI+NORTH+CORRIDOR%2C+MIAMI-DADE+COUNTY%2C+FLORIDA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+1998%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Tallahassee, Florida; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Draft. Preparation date: June 9, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - GRAND PARKWAY (STATE HIGHWAY 99) SEGMENT F-2, FROM SH 249 TO IH 45, HARRIS, MONTGOMERY, LIBERTY, CHAMBERS, GALVESTON, BRAZORIA, AND FORT BEND COUNTIES, TEXAS (REVISION OF THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF FEBRUARY 2004). AN - 16367616; 12101 AB - PURPOSE: The construction of a 12.1-mile section of State Highway 99 (SH 99), part of the Grand Parkway, on a new location from SH 249 to Interstate 45 (I-45), Harris and Chambers counties, Texas is proposed. The study area encompasses the northwest quadrant of a planned 170-mile third loop of SH 99 around Houston, to be known as the Grand Parkway. More specifically, the study area is bounded by SH 249 to the west I-45 to the east, Farm-to-Market 1960 to the south, and the area just behind the proposed Grand Parkway to the north. The conceptual design for the facility would provide for a four-lane, at-grade, controlled access freeway within a 400-foot rights-of-way. The recommended alternative is comprised of a combination of alignments investigated during the study, and was proposed after the evaluation of alternative corridors, alternative transportation modes, and alternative alignments within corridors; the recommended alignment extends 12.1 miles. Five alignment alternatives, extending from 12 to 16.5 miles, are considered in detail in this revision of the draft EIS of February 2004. Estimated cost of the recommended alternative, a combination of previously considered alternatives, is estimated at $248.2 million. POSITIVE IMPACTS: The new facility would improve access to the existing thoroughfare system, reduce area traffic congestion, improve safety, and improve area-wide mobility. The freeway would reduce the through radial traffic on the current freeway system and would provide a needed transportation service in the study area to help reduce regional and local traffic congestion. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 57 existing and 66 platted residences, four businesses, one school property, one church, land from one park, 2.3 acres of remnant prairie, 46.3 acres of aquatic habitat, 16.8 acres of 100-year floodplain, 0.5 acre of floodway, 289.6 acres of prime farmland, 121.2 acres of farmland of state-wide importance, 544 acres of land with a high likelihood of containing high value archaeological sites, nine oil and gas well sites, and four public and three private water wells. Traffic-generated noise levels would exceed federal standards at 213 sensitive receptor sites. Two hazardous materials sites would be encountered by construction workers. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.), Transportation Efficiency Act for the 21st Century, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0332D, Volume 28, Number 3. JF - EPA number: 060229, Volumes I--415 pages and maps, Volume II--389 pages, Volume III--422 pages and maps, June 9, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-03-02-D KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Cultural Resources KW - Economic Assessments KW - Farmlands KW - Floodplains KW - Floodways KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites Surveys KW - Natural Gas KW - Noise Standards Violations KW - Oil Production KW - Parks KW - Relocations-Property Acquisitions KW - Schools KW - Socioeconomic Assessments KW - Transportation KW - Visual Resources KW - Water Supply KW - Wells KW - Wetlands KW - Wildlife Habitat KW - Texas KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Funding KW - Transportation Efficiency Act for the 21st Century, Funding KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16367616?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-06-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+F-2%2C+FROM+SH+249+TO+IH+45%2C+HARRIS%2C+MONTGOMERY%2C+LIBERTY%2C+CHAMBERS%2C+GALVESTON%2C+BRAZORIA%2C+AND+FORT+BEND+COUNTIES%2C+TEXAS+%28REVISION+OF+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2004%29.&rft.title=GRAND+PARKWAY+%28STATE+HIGHWAY+99%29+SEGMENT+F-2%2C+FROM+SH+249+TO+IH+45%2C+HARRIS%2C+MONTGOMERY%2C+LIBERTY%2C+CHAMBERS%2C+GALVESTON%2C+BRAZORIA%2C+AND+FORT+BEND+COUNTIES%2C+TEXAS+%28REVISION+OF+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+FEBRUARY+2004%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Draft. Preparation date: June 9, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - TRUNK HIGHWAY (TH) 36/STH 64 NEW ST. CROIX RIVER CROSSING, WASHINGTON COUNTY, MINNESOTA, AND ST. CROIX COUNTY, WISCONSIN (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF APRIL 1995). AN - 36340782; 12114 AB - PURPOSE: The reconstruction of 6.7 miles of Trunk Highway (TH) 36 in Washington County, Minnesota and St, Croix County, Wisconsin, is proposed. The project would include the functional replacement of the existing drawbridge over the St. Croix River and the reconstruction of approach highways leading to the bridge. The study area termini are the vicinity of County Road 15 in Minnesota and a point on STH 64 approximately 2.5 miles east of the state line in Wisconsin. The possibility of improving existing TH 36 from Houlton to New Richmond, 15 miles to the east, is currently under study. This represents a separate study based on transportation needs independent of the river crossing analysis. Four alternatives, including a No-Build Alternative, were considered in the final EIS of April 1995. In 1996, the U.S. National Park Service evaluated the project under Section 7(a) of the Wild and Scenic Rivers Act and found that the project, as proposed, would have a direct adverse effect on the outstandingly remarkable scenic and recreational values for which the Lower St. Croix River was included in the National Wild and Scenic Rivers. As a result, the necessary permits were withdrawn, and the project was not allowed to proceed. This final supplement to the final EIS considers a new proposal and four alternatives, including a No-Build Alternative. The preferred alternative would provide a roadway from the Minnesota 5/Minnesota 36 interchange in Minnesota, cross the St. Croix River, and terminate at the 150th Avenue overpass in Wisconsin. The segment of Minnesota 36 to be reconstructed would extend from 1,050 feet east of the Washington/Norell intersection with Minnesota 36 to the St. Croix River. The new four-lane bridge would cross the river at the present location of the Minnesota 36/Minnesota 95 interchange and extend across the river to a point approximately 6,450 feet south of the Lift Bridge in Wisconsin. Wisconsin 35 would e relocated to the east of its present alignment to provide for an interchange with relocated St. Croix County Highway E. Wisconsin 64 would be constructed from the St. Croix River through this new interchange to the 150th Avenue overpass in the town of St. Joseph. An extradosed bridge design, consisting of towers with cables connecting the towers to the bridge deck, would be implemented. The Lift Bridge would be converted to a pedestrian/bicycle crossing, constituting a component in a loop trail connecting Minnesota and Wisconsin via the Lift Bridge and the new river crossing. The estimated cost of preferred alternative ranges from $299 million to #373 million, depending on bid probability calculations. POSITIVE IMPACTS: In addition to major transportation service, safety, and congestion improvements that would occur with the construction of any of the build alternatives, there would be several social, economic, and environmental benefits. A hindrance to resolution of a significant problem in planning the nature of the future transportation network serving 11 study area communities would be removed. Reduction in air pollutant emissions, energy use, and traffic-generated noise, as well as improved water quality would also result. NEGATIVE IMPACTS: Rights-of-way development would affect three parks, the Lowe St. Croix National River way System, and the Stillwater Municipal Barge Facility Property, as well as resulting in the displacement of commercial properties, single-family residences, multi-family residences, farmland, wetlands, and several acres of trees and undergrowth along the river shorelines and the associated wildlife habitat. Floodplain encroachment would result from bridge construction. Storm water runoff from the roadway could significantly degrade water quality in the river. The project could impact freshwater mussels, dotted blazing star, osprey, and bald eagle, all of which are federally protected species. Numerous sensitive receptor sites and a portion of the river would be subject to traffic-generated noise levels in excess of federal and/or state standards. There would be a potential for cumulative impacts to archaeological and historic resources due to changes in surrounding land use, accessibility, settings, and views. Construction workers would encounter numerous potentially contaminated sites. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Wild and Scenic Rivers Act of 1968 (16 U.S.C. 1271 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 90-0121D, Volume 14, Number 2. For the abstract of the draft supplemental EIS, see 05-0223D, Volume 29, Number 2. JF - EPA number: 060243, Draft Supplemental EIS--591 pages and maps, Final Supplemental EIS--877 pages and maps, June 8, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-MN-EIS-90-02-FS KW - Air Quality KW - Archaeological Sites KW - Biologic Assessments KW - Birds KW - Bridges KW - Creeks KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Hazardous Wastes KW - Highway Structures KW - Highways KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Scenic Areas KW - Section 4(f) Statements KW - Shellfish KW - Transportation KW - Water Quality KW - Wetlands KW - Wild and Scenic Rivers KW - Wildlife Habitat KW - Minnesota KW - St. Croix River KW - Wisconsin KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - River and Harbor Act of 1899, Section 10 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36340782?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-06-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+%28TH%29+36%2FSTH+64+NEW+ST.+CROIX+RIVER+CROSSING%2C+WASHINGTON+COUNTY%2C+MINNESOTA%2C+AND+ST.+CROIX+COUNTY%2C+WISCONSIN+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+1995%29.&rft.title=TRUNK+HIGHWAY+%28TH%29+36%2FSTH+64+NEW+ST.+CROIX+RIVER+CROSSING%2C+WASHINGTON+COUNTY%2C+MINNESOTA%2C+AND+ST.+CROIX+COUNTY%2C+WISCONSIN+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+APRIL+1995%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: June 8, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - INTERSTATE 73 SOUTH, DILLON, HORRY, AND MARION COUNTIES, SOUTH CAROLINA. AN - 36340358; 12116 AB - PURPOSE: The construction of a segment of Interstate 73 (I-73) if 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 federal highway 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 draft 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). JF - EPA number: 060245, 521 pages, June 8, 2006 PY - 2006 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/36340358?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-06-08&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 - 2006-10-01 N1 - SuppNotes - Draft. Preparation date: June 8, 2006 N1 - Last updated - 2014-01-30 ER - TY - JOUR T1 - Ground-penetrating radar profile spacing and orientation for subsurface resolution of linear features AN - 50866570; 2008-095108 AB - Ground Penetrating Radar (GPR) surveys have become an increasingly used technique to aid in evaluating archaeological sites for cultural resource management purposes. As time is often an important factor in these surveys, a test was conducted that examined the benefits received from increasing data collection density. At Ceylon Plantation GPR grids were collected in both the X and Y direction at 50 cm intervals and in the Y direction at 25 cm intervals. The composite X-Y amplitude map and the 25 cm interval map both produced the highest resolution images. The X-Y composite collection method was able to resolve thin, linear features not visible in maps produced from only one transect orientation. JF - Archaeological Prospection AU - Pomfret, James Y1 - 2006/06// PY - 2006 DA - June 2006 SP - 151 EP - 153 PB - Wiley, Chichester VL - 13 IS - 2 SN - 1075-2196, 1075-2196 KW - United States KW - orientation KW - archaeology KW - Quaternary KW - geophysical surveys KW - ground-penetrating radar KW - geophysical methods KW - radar methods KW - Ceylon Plantation KW - artifacts KW - history KW - Cenozoic KW - archaeological sites KW - surveys KW - geophysical profiles KW - Georgia KW - 24:Quaternary geology KW - 20:Applied geophysics UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50866570?accountid=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=Archaeological+Prospection&rft.atitle=Ground-penetrating+radar+profile+spacing+and+orientation+for+subsurface+resolution+of+linear+features&rft.au=Pomfret%2C+James&rft.aulast=Pomfret&rft.aufirst=James&rft.date=2006-06-01&rft.volume=13&rft.issue=2&rft.spage=151&rft.isbn=&rft.btitle=&rft.title=Archaeological+Prospection&rft.issn=10752196&rft_id=info:doi/10.1002%2Farp.285 LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data from John Wiley & Sons, Chichester, United Kingdom N1 - Date revised - 2008-01-01 N1 - Number of references - 3 N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - archaeological sites; archaeology; artifacts; Cenozoic; Ceylon Plantation; geophysical methods; geophysical profiles; geophysical surveys; Georgia; ground-penetrating radar; history; orientation; Quaternary; radar methods; surveys; United States DO - http://dx.doi.org/10.1002/arp.285 ER - TY - RPRT T1 - LONG ISLAND EXPRESSWAY (LIE) REST AREA UPGRADE PROJECT, UPGRADING THE EXISTING REST AREA FROM ROUTE I-495/LONG ISLAND EXPRESSWAY BETWEEN EXITS 51 AND 52, FUNDING, SUFFOLK COUNTY, NY. AN - 36340317; 12105 AB - PURPOSE: The improvement of the existing rest area on the Long Island Expressway Interstate 495 (I-495) between eastbound exits 51 and 52 in the town of Huntington, Suffolk County, New York is proposed. The facility would be upgraded on the basis of the New York State Rest Area Plan. Various alternatives, including a No-Build Alternative, are considered n this draft EIS, but the draft concludes that proposed action is the only feasible alternative. The project would upgrade the existing rest area located on a 10.1-acre site adjacent to the eastbound mainline of the expressway, just east of Carll's Straight Path. The 15,871-square-foot rest area building would house rest rooms, a tourist/travel information center, telephones, and food and beverage vending machines, as well as Suffolk County Policy Highway Patrol offices. An outdoor eating area would be situated adjacent to the auto parking area. Parking would be provided for cars, trucks, buses, and recreational vehicles, and facilities would be provided for commercial vehicle safety and weight inspections. In keeping with the Long Island regional look, an eclectic architecture would be used in the design of the rest area building. Access to the rest area site would continue to be limited to the eastbound expressway via a reconstructed deceleration lane beginning west of Carll's Straight Path. A retaining wall toped with a visual barrier would separate the rest area sites from Carll's Straight Path and the South Service Road and visually buffer the site from the residences to the south. Egress from the site would continue to be limited to the eastbound expressway via a reconstructed acceleration lane at the east end of the site. Carll's Straight Path bridge over the expressway, which has nonstandard vertical clearance and fails to meet the state seismic code, would be replaced. Cost of the project s estimated at $28.3 million, not including the cost of replacing the Carll's Straight Path bridge. Costs of demolition and reconstruction of the bridge are estimated at $800,000 and $6.4 million, respectively. This results in an overall cost of $34.7 million. POSITIVE IMPACTS: Upgrading the facility to the standards of the Rest Area Plan would provide up-to-date amenities for travelers on the expressway, allowing travelers to rest and thereby improving safety on the expressway. and project a positive image of Long Island, New York State, and the State Department of Transportation. Provision of tourist information at the rest stop would promote economic growth on Long Island. NEGATIVE IMPACTS: Construction activities would destroy vegetation and disturb soils, but these impacts would be short-term and insignificant. JF - EPA number: 060233, 191 pages and maps, June 1, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-05-01-D KW - Air Quality Assessments KW - Buildings KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Parking KW - Parks KW - Recreation Facilities KW - Safety KW - Safety Analyses KW - Traffic Analyses KW - Transportation KW - Wildlife Surveys KW - New York UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36340317?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-06-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LONG+ISLAND+EXPRESSWAY+%28LIE%29+REST+AREA+UPGRADE+PROJECT%2C+UPGRADING+THE+EXISTING+REST+AREA+FROM+ROUTE+I-495%2FLONG+ISLAND+EXPRESSWAY+BETWEEN+EXITS+51+AND+52%2C+FUNDING%2C+SUFFOLK+COUNTY%2C+NY.&rft.title=LONG+ISLAND+EXPRESSWAY+%28LIE%29+REST+AREA+UPGRADE+PROJECT%2C+UPGRADING+THE+EXISTING+REST+AREA+FROM+ROUTE+I-495%2FLONG+ISLAND+EXPRESSWAY+BETWEEN+EXITS+51+AND+52%2C+FUNDING%2C+SUFFOLK+COUNTY%2C+NY.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, New York; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Draft. Preparation date: June 1, 2006 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - CFRP confinement of bridge columns damaged by premature concrete deterioration: a case study in Texas AN - 19652325; 7401612 AB - In 1998, the Texas Department of Transportation (TxDOT) identified two concrete distress mechanisms occurring on its bridge over Lake Ivie in the west central part of the state: alkali - silica reaction (ASR) and delayed ettringite formation (DEF), collectively referred to by TxDOT as premature concrete deterioration (PCD). The agency sponsored two research projects to investigate the problem. One focused on determining the remaining capacity of PCD-damaged concrete members with a case study of the Lake Ivie bridge and the other assessed treatments that could be applied to members with PCD damage. Based on findings of the study, TxDOT applied a system that waterproofed the damaged columns and then confined them using resin-bonded carbon fibre reinforced polymer (CFRP) fabric strips. This paper describes the efforts of TxDOT to mitigate PCD damage for its Lake Ivie bridge. JF - Structure and Infrastructure Engineering: Maintenance, Management, Life Cycle AU - Merrill, B AU - Cox, W AD - Texas Department of Transportation, 125 E. 11th Street, Austin, TX, 78701, USA Y1 - 2006/06// PY - 2006 DA - Jun 2006 SP - 153 EP - 156 PB - Taylor & Francis Ltd., 11 New Fetter Lane London EC4P 4EE UK, [mailto:info@tandf.co.uk], [URL:http://www.tandf.co.uk] VL - 2 IS - 2 SN - 1573-2479, 1573-2479 KW - Health & Safety Science Abstracts KW - Concrete deterioration KW - Alkali - silica reaction KW - Carbon fibre reinforced polymer KW - Texas Department of Transportation KW - Distress mechanisms KW - case studies KW - Lakes KW - Bridges KW - life cycle KW - silica KW - Structural analysis KW - USA, Texas KW - Polymers KW - Concrete KW - infrastructure KW - Maintenance KW - H 15000:Civil/Structural Engineering UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19652325?accountid=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=Structure+and+Infrastructure+Engineering%3A+Maintenance%2C+Management%2C+Life+Cycle&rft.atitle=CFRP+confinement+of+bridge+columns+damaged+by+premature+concrete+deterioration%3A+a+case+study+in+Texas&rft.au=Merrill%2C+B%3BCox%2C+W&rft.aulast=Merrill&rft.aufirst=B&rft.date=2006-06-01&rft.volume=2&rft.issue=2&rft.spage=153&rft.isbn=&rft.btitle=&rft.title=Structure+and+Infrastructure+Engineering%3A+Maintenance%2C+Management%2C+Life+Cycle&rft.issn=15732479&rft_id=info:doi/10.1080%2F15732470500253008 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2007-06-01 N1 - Last updated - 2015-04-01 N1 - SubjectsTermNotLitGenreText - case studies; Lakes; Bridges; life cycle; silica; Structural analysis; Polymers; infrastructure; Concrete; Maintenance; USA, Texas DO - http://dx.doi.org/10.1080/15732470500253008 ER - TY - RPRT T1 - PEACE ARCH PORT OF ENTRY REDEVELOPMENT, BLAINE, WHATCOM COUNTY, WASHINGTON. AN - 36339809; 12096 AB - PURPOSE: The redevelopment of the Peace Arch Port of Entry facility at the Canadian border in Blaine, Whatcom County, Washington is proposed to improve safety, security, and functionality at the facility. The existing facility includes an undersized main building that cannot support the current mission of the tenant agencies, a configuration that results in inadequate security, constricted road lanes and ineffective building layouts resulting in congestion, inappropriately configured or sized primary and secondary inbound inspection areas, a lack of permanent structures for the inspection of outbound vehicles, an undersized parking area for visitors and staff, and inadequate electrical and telecommunications facilities. Five alternatives, including a No Action Alternative, are considered in this final EIS. Each action alternative would involve the decommissioning, demolition, and replacement of the existing port of entry building; construction of a new parking area for staff and visitors; an increase in the number of primary inspection lanes to improve the efficiency of inspection operations; creation of a larger secondary inspection area for inbound (southbound) traffic entering the United States; and improvements in pedestrian and bicycle access through the port of entry facility. Under the No Action Alternative, the port of entry facility would not be redeveloped; the existing facility would be maintained in its current condition. The proposed project design would also provide for improvements in pedestrian and bicycle access through the port facility. Alternatives differ regarding the size of the facility (one or two stories), the location of the main facility and other facilities, including the parking area. A preferred alternative has been identified. POSITIVE IMPACTS: The replacement facility would meet the needs of the Department of Homeland Security and Customs and Border Protection Service, while maintaining the functionality of Interstate 5. Impacts to Peace Arch State Park would be minimal and preservation features of the project would be instituted. The capacity of the port facility would be increased, while the safety and security of port authority staff would be assured. Both immediate and future space needs at the port would be accommodated. Construction activities would empl9oy 353 workers. NEGATIVE IMPACTS: Access to the west side of the Peace Arch State Park would be affected by changes in lane configuration on Interstate 5. The new structures and light levels would alter the visual aesthetics of the area permanently. Construction activities would disturb vegetation and oils, increase sedimentation of surface flows, mar visual aesthetics with and outside the park. PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0182D, Volume 30, Number 1. JF - EPA number: 060224, Draft Record of Decision--19 pages, Final EIS--374 pages and maps, 402 pages and maps, May 25, 2006 PY - 2006 KW - Urban and Social Programs KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Border Stations KW - Cultural Resources Assessments KW - Geologic Assessments KW - Historic Sites Surveys KW - International Programs KW - Roads KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Canada KW - Washington UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36339809?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-05-25&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PEACE+ARCH+PORT+OF+ENTRY+REDEVELOPMENT%2C+BLAINE%2C+WHATCOM+COUNTY%2C+WASHINGTON.&rft.title=PEACE+ARCH+PORT+OF+ENTRY+REDEVELOPMENT%2C+BLAINE%2C+WHATCOM+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Auburn, Washington; GSA N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: May 25, 2006 N1 - Last updated - 2014-01-30 ER - TY - CPAPER T1 - Rapid In Situ Remediation of Dissolved and Free-Phase BTEX and MTBE at Critical Highway Intersection T2 - Fifth International Conference on Remediation of Chlorinated and Recalcitrant Compounds AN - 40086227; 4255734 JF - Fifth International Conference on Remediation of Chlorinated and Recalcitrant Compounds AU - Neal, D M AU - Smith, A AU - Moretti, O AU - Rexroad, R AU - Howles, A Y1 - 2006/05/22/ PY - 2006 DA - 2006 May 22 KW - MTBE KW - Bioremediation KW - Highways UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40086227?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=Fifth+International+Conference+on+Remediation+of+Chlorinated+and+Recalcitrant+Compounds&rft.atitle=Rapid+In+Situ+Remediation+of+Dissolved+and+Free-Phase+BTEX+and+MTBE+at+Critical+Highway+Intersection&rft.au=Neal%2C+D+M%3BSmith%2C+A%3BMoretti%2C+O%3BRexroad%2C+R%3BHowles%2C+A&rft.aulast=Neal&rft.aufirst=D&rft.date=2006-05-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Fifth+International+Conference+on+Remediation+of+Chlorinated+and+Recalcitrant+Compounds&rft.issn=&rft_id=info:doi/ L2 - http://www.battelle.org/environment/er/conferences/chlorcon/preliminar yprogram.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - WILLIAMSVILLE TOLL BARRIER IMPROVEMENT PROJECT, NEW YORK STATE THRUWAY, INTERSTATE 90 BETWEEN INTERCHANGES 48A AND 50, ERIE AND GENESEE COUNTIES, NEW YORK. AN - 36340683; 12090 AB - PURPOSE: The improvement and possible relocation of the Interstate 90 (I-90) Williamsville toll barrier in Erie County, New York are proposed. The study corridor extends 18 miles along I-90 from the existing toll barrier location in the town of Amherst, just east of Interchange 50), in Erie County to Interchange 48A in the town of Pembroke, Genessee County. Townships traversed include Amherst, Cheektowaga, Clarence, Lancaster, and Newstead in Erie County and Pembroke in Genessee County. The existing toll barrier suffers from capacity deficiencies and operational inadequacies. Capacity deficiencies have resulted congestion and delays, which contribute to increased vehicle emissions and energy usage at that location. In addition to the alternative that would improve the existing facility at the existing location, this draft EIS considers construction of a new mainline toll barrier at one of three sites between Williamsville Toll Barrier and Interchange 48A and a No Action Alternative. POSITIVE IMPACTS: The new toll barrier would reduce travel time and delays through the project's study corridor by providing adequate toll processing capacity, improve toll barrier safety for patrons and employees operating the barrier facilities, provide ancillary facilities that would allow for operation of the barrier at full capacity for the foreseeable future, and encourage the use of E-ZPass electronic toll collection to improve traffic flow, promote energy conservation, reduce vehicle emissions, and reduce noise. NEGATIVE IMPACTS: The relocation alternative would displace 5.2 to 22.1 acres of new rights-of-way, including 0.7 to one acre of farmland and 7.3 to 13.9 acres of wetlands. One or two structures eligible for inclusion in the National Register of Historic Places could be impacted under the relocation alternative. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 060218, Volume I--347 pages and maps, Volume II--271 pages and maps, Volume III--121 pages (oversized), Volume IV--295 pages and maps, Volume V--177 pages and maps, Volume VI--182 pages and maps, Volume VII--236 pages and maps, CD-ROM, May 22, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-06-01-D KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites KW - Transportation KW - Wetlands KW - New York KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36340683?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-05-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WILLIAMSVILLE+TOLL+BARRIER+IMPROVEMENT+PROJECT%2C+NEW+YORK+STATE+THRUWAY%2C+INTERSTATE+90+BETWEEN+INTERCHANGES+48A+AND+50%2C+ERIE+AND+GENESEE+COUNTIES%2C+NEW+YORK.&rft.title=WILLIAMSVILLE+TOLL+BARRIER+IMPROVEMENT+PROJECT%2C+NEW+YORK+STATE+THRUWAY%2C+INTERSTATE+90+BETWEEN+INTERCHANGES+48A+AND+50%2C+ERIE+AND+GENESEE+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Draft. Preparation date: May 22, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - U.S. HIGHWAY 160 FROM DURANGO TO BAYFIELD, LA PLATA COUNTY, COLORADO. AN - 36339754; 12069 AB - PURPOSE: The construction of 16.2 miles of highway within the US 160 corridor in La Plata County, Colorado is proposed. The new roadway would extend from milepost (MP) 88, east of Durango, to MP 104.2, east of Bayfield. Approximately 1.2 miles of the project would run along the US 550 corridor, extending from MP 16.6, located at the US 160/US 550 (south) intersection, to MP 15.4, located south of the US 440/County Road (CR) 220 intersection. The project would extend the existing four-lane highway from Grandview east to Bayfield where it would transition to a two-lane highway. Beyond MP 104.2, the roadway already provides sufficient capacity and safety features to obviate the need for improvements through 2025. In Gem Villate, US 160 would be realigned to the south. From the western project limit to the proposed US 160/US 550 (south) intersection, a westbound auxiliary land and an eastbound climbing land would be required. In addition, the project would realign approximately 1.2 miles of US 550 south of US 160; the realigned section of US 550 would be improved to a four-lane highway. The US 160/US 550 (south) intersection as an interchange. Grade separation of this intersection would provide the best option to address the reconnection of US 160 and US 550 due to terrain and traffic volume. US 610 intersections with CR 233 (west) and State Highway 172/CR 284 as interchanges. The US 160 intersections with CR 233 (east), CR 232 (west), and CR 232 (east) would be eliminated, with CR 233 passing beneath US 160. The CR 222/CR 223 (west) intersection with US 160 would be signalized. Improvements would be made to the existing US 160/CR 501 intersection. Numerous direct access points to US 160 would be consolidated or improved to provide access control. This final EIS addresses a No Action Alternative and two action alternatives for each of four corridor units into which the project was divided. The preferred alternative would generally follow the existing alignment along the US 160 corridor. POSITIVE IMPACTS: The project would improve conditions for the traveling public along US 160 along the project corridor. More specifically, the project would increase travel efficiency and capacity to meet current and future needs, improve safety for the traveling public by reducing the number and severity of accidents, and provide for controlled access to the highway corridors affected. Intersections with county roads would be upgraded to meet current design standards. Design features, such as alignment shifts, retaining walls, and reduced median widths would reduce impacts to important environmental resources. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of residents and businesses as well as 21 acres of wetlands and associated wildlife habitat and non-wetland habitat, including meadow habitat for a federally protected bird species, the southwestern willow flycatcher. Raptor and migratory birds are likely to next in the corridor. Nine historic properties would be affected by rights-of-way development. 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 06-0127D, Volume 30, Number 1. JF - EPA number: 060197, 1,077 pages and maps, May 15, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-05-02-F KW - Air Quality Assessments KW - Biologic Assessments KW - Birds KW - Endangered Species (Animals) KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36339754?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-05-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+HIGHWAY+160+FROM+DURANGO+TO+BAYFIELD%2C+LA+PLATA+COUNTY%2C+COLORADO.&rft.title=U.S.+HIGHWAY+160+FROM+DURANGO+TO+BAYFIELD%2C+LA+PLATA+COUNTY%2C+COLORADO.&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 - 2006-10-01 N1 - SuppNotes - Final. Preparation date: May 15, 2006 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - MARADs Obsolete Ships and Hull Fouling T2 - 14th International Conference on Aquatic Invasive Species (ICAIS 2006) AN - 40214920; 4343898 JF - 14th International Conference on Aquatic Invasive Species (ICAIS 2006) AU - Junemann, Carolyn Y1 - 2006/05/14/ PY - 2006 DA - 2006 May 14 KW - Ships KW - Fouling KW - Ship hulls UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40214920?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=14th+International+Conference+on+Aquatic+Invasive+Species+%28ICAIS+2006%29&rft.atitle=MARADs+Obsolete+Ships+and+Hull+Fouling&rft.au=Junemann%2C+Carolyn&rft.aulast=Junemann&rft.aufirst=Carolyn&rft.date=2006-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=14th+International+Conference+on+Aquatic+Invasive+Species+%28ICAIS+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://icais.org/pdf/program.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-27 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - The Periodicity of Pilot First-Class Medical Examinations T2 - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AN - 40075800; 4216780 JF - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AU - DeJohn, Charles Andrew AU - Silberman, Warren Steven AU - Larcher, Julie Granados Y1 - 2006/05/14/ PY - 2006 DA - 2006 May 14 KW - Periodicity KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40075800?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.atitle=The+Periodicity+of+Pilot+First-Class+Medical+Examinations&rft.au=DeJohn%2C+Charles+Andrew%3BSilberman%2C+Warren+Steven%3BLarcher%2C+Julie+Granados&rft.aulast=DeJohn&rft.aufirst=Charles&rft.date=2006-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://www.asma.org/meeting/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Aviation Maintenance Accidents: An Analysis using HFACS T2 - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AN - 40055601; 4216449 JF - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AU - Hackworth, Carla Anne AU - Detwiler, Cristy Ann AU - Holcomb A.A., Kali AU - Bates, Cristina AU - Boquet, Albert AU - Wiegmann, Doug AU - Shappell, Scott A Y1 - 2006/05/14/ PY - 2006 DA - 2006 May 14 KW - Accidents KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40055601?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.atitle=Aviation+Maintenance+Accidents%3A+An+Analysis+using+HFACS&rft.au=Hackworth%2C+Carla+Anne%3BDetwiler%2C+Cristy+Ann%3BHolcomb+A.A.%2C+Kali%3BBates%2C+Cristina%3BBoquet%2C+Albert%3BWiegmann%2C+Doug%3BShappell%2C+Scott+A&rft.aulast=Hackworth&rft.aufirst=Carla&rft.date=2006-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://www.asma.org/meeting/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - The Prevalence of Illicit Drugs in US Aviation Accident Pilot Fatalities between 1995 and 2004: Part III, Methamphetamine T2 - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AN - 40055472; 4216446 JF - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AU - Botch, Sabra Ruvera AU - Lewis, Russell AU - Johnson, Robert D AU - Canfield, Dennis Vincent Y1 - 2006/05/14/ PY - 2006 DA - 2006 May 14 KW - Accidents KW - Mortality KW - Drug abuse KW - Methamphetamine KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40055472?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.atitle=The+Prevalence+of+Illicit+Drugs+in+US+Aviation+Accident+Pilot+Fatalities+between+1995+and+2004%3A+Part+III%2C+Methamphetamine&rft.au=Botch%2C+Sabra+Ruvera%3BLewis%2C+Russell%3BJohnson%2C+Robert+D%3BCanfield%2C+Dennis+Vincent&rft.aulast=Botch&rft.aufirst=Sabra&rft.date=2006-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://www.asma.org/meeting/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Medical Certification of Complex Medical Conditions T2 - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AN - 40055074; 4216730 JF - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AU - Silberman, Warren Steven Y1 - 2006/05/14/ PY - 2006 DA - 2006 May 14 KW - Certification KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40055074?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.atitle=Medical+Certification+of+Complex+Medical+Conditions&rft.au=Silberman%2C+Warren+Steven&rft.aulast=Silberman&rft.aufirst=Warren&rft.date=2006-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://www.asma.org/meeting/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - ATC En Route Operational Errors: The Position Relief Briefing T2 - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AN - 40054287; 4216571 JF - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AU - Scarborough, Alfretia Lorine AU - Bailey, Lawrence L Y1 - 2006/05/14/ PY - 2006 DA - 2006 May 14 KW - Human factors KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40054287?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.atitle=ATC+En+Route+Operational+Errors%3A+The+Position+Relief+Briefing&rft.au=Scarborough%2C+Alfretia+Lorine%3BBailey%2C+Lawrence+L&rft.aulast=Scarborough&rft.aufirst=Alfretia&rft.date=2006-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://www.asma.org/meeting/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Gender and Ethnic Group Differences in Reasons for Intent to Leave for FAA Employees T2 - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AN - 40054102; 4216477 JF - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AU - Dollar, Carolyn S AU - Broach, Dana M Y1 - 2006/05/14/ PY - 2006 DA - 2006 May 14 KW - Sex KW - Ethnic groups KW - Plants KW - Personnel KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40054102?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.atitle=Gender+and+Ethnic+Group+Differences+in+Reasons+for+Intent+to+Leave+for+FAA+Employees&rft.au=Dollar%2C+Carolyn+S%3BBroach%2C+Dana+M&rft.aulast=Dollar&rft.aufirst=Carolyn&rft.date=2006-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://www.asma.org/meeting/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - A Unique Approach to Bioterrorism: The Airliner Cabin Environment Research Center of Excellence. T2 - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AN - 40032319; 4216846 JF - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AU - Millett, David P Y1 - 2006/05/14/ PY - 2006 DA - 2006 May 14 KW - Bioterrorism KW - Disasters KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40032319?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.atitle=A+Unique+Approach+to+Bioterrorism%3A+The+Airliner+Cabin+Environment+Research+Center+of+Excellence.&rft.au=Millett%2C+David+P&rft.aulast=Millett&rft.aufirst=David&rft.date=2006-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://www.asma.org/meeting/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - A Review of Flight Deck Color Vision Issues T2 - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AN - 40032212; 4216797 JF - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AU - Newman, Richard L AU - McConnell, John N Y1 - 2006/05/14/ PY - 2006 DA - 2006 May 14 KW - Vision KW - Reviews KW - Color vision KW - Flight KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40032212?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.atitle=A+Review+of+Flight+Deck+Color+Vision+Issues&rft.au=Newman%2C+Richard+L%3BMcConnell%2C+John+N&rft.aulast=Newman&rft.aufirst=Richard&rft.date=2006-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://www.asma.org/meeting/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Female Pilot Fatalities in Civil Aviation Accidents: Toxicological Findings T2 - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AN - 40017422; 4216753 JF - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AU - Soper, John W AU - Chaturvedi, Arvind K AU - Lewis, Russell J AU - Canfield, Dennis V Y1 - 2006/05/14/ PY - 2006 DA - 2006 May 14 KW - Accidents KW - Mortality KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40017422?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.atitle=Female+Pilot+Fatalities+in+Civil+Aviation+Accidents%3A+Toxicological+Findings&rft.au=Soper%2C+John+W%3BChaturvedi%2C+Arvind+K%3BLewis%2C+Russell+J%3BCanfield%2C+Dennis+V&rft.aulast=Soper&rft.aufirst=John&rft.date=2006-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://www.asma.org/meeting/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Effects of Selective Serotonin Reuptake Inhibitors on Performance and Behavior: An Overview T2 - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AN - 40016005; 4216485 JF - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AU - Chaturvedi, Arvind K AU - Canfield, Dennis V AU - Whinnery, James E Y1 - 2006/05/14/ PY - 2006 DA - 2006 May 14 KW - Serotonin uptake inhibitors KW - Reviews KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40016005?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.atitle=Effects+of+Selective+Serotonin+Reuptake+Inhibitors+on+Performance+and+Behavior%3A+An+Overview&rft.au=Chaturvedi%2C+Arvind+K%3BCanfield%2C+Dennis+V%3BWhinnery%2C+James+E&rft.aulast=Chaturvedi&rft.aufirst=Arvind&rft.date=2006-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://www.asma.org/meeting/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Civilian Airshow Accident Analysis T2 - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AN - 40015884; 4216456 JF - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AU - Webster, Nicholas L AU - DeJohn, Charles Y1 - 2006/05/14/ PY - 2006 DA - 2006 May 14 KW - Accidents KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40015884?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.atitle=Civilian+Airshow+Accident+Analysis&rft.au=Webster%2C+Nicholas+L%3BDeJohn%2C+Charles&rft.aulast=Webster&rft.aufirst=Nicholas&rft.date=2006-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://www.asma.org/meeting/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Laser Illuminations in the Civil Aviation Environment. T2 - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AN - 40006356; 4216461 JF - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AU - Wood, Kathryn J AU - Nakagawara, Van AU - Montgomery, Ron W Y1 - 2006/05/14/ PY - 2006 DA - 2006 May 14 KW - Lasers KW - Illumination KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40006356?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.atitle=Laser+Illuminations+in+the+Civil+Aviation+Environment.&rft.au=Wood%2C+Kathryn+J%3BNakagawara%2C+Van%3BMontgomery%2C+Ron+W&rft.aulast=Wood&rft.aufirst=Kathryn&rft.date=2006-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://www.asma.org/meeting/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - The Prevalence of Illicit Drugs in US Aviation Accident Pilot Fatalities between 1995 and 2004: Part I, Marijuana T2 - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AN - 40006303; 4216445 JF - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AU - Johnson, Robert D AU - Lewis, Russell J AU - Botch, Sabra R AU - Canfield, Dennis V Y1 - 2006/05/14/ PY - 2006 DA - 2006 May 14 KW - Accidents KW - Mortality KW - Drugs KW - Cannabis KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40006303?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.atitle=The+Prevalence+of+Illicit+Drugs+in+US+Aviation+Accident+Pilot+Fatalities+between+1995+and+2004%3A+Part+I%2C+Marijuana&rft.au=Johnson%2C+Robert+D%3BLewis%2C+Russell+J%3BBotch%2C+Sabra+R%3BCanfield%2C+Dennis+V&rft.aulast=Johnson&rft.aufirst=Robert&rft.date=2006-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://www.asma.org/meeting/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - The Prevalence of Illicit Drugs in US Aviation Accident Pilot Fatalities between 1995 and 2004: Part II, Cocaine T2 - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AN - 40006251; 4216443 JF - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AU - Lewis, Russell AU - Johnson, Robert D AU - Botch, Sabra Ruvera AU - Canfield, Dennis Vincent Y1 - 2006/05/14/ PY - 2006 DA - 2006 May 14 KW - Accidents KW - Mortality KW - Drug abuse KW - Cocaine KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40006251?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.atitle=The+Prevalence+of+Illicit+Drugs+in+US+Aviation+Accident+Pilot+Fatalities+between+1995+and+2004%3A+Part+II%2C+Cocaine&rft.au=Lewis%2C+Russell%3BJohnson%2C+Robert+D%3BBotch%2C+Sabra+Ruvera%3BCanfield%2C+Dennis+Vincent&rft.aulast=Lewis&rft.aufirst=Russell&rft.date=2006-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://www.asma.org/meeting/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Civil Aviation in 2005 T2 - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AN - 40002331; 4216746 JF - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AU - DeJohn, Charles Andrew AU - Webster, Nicholas L AU - Larcher, Julie G Y1 - 2006/05/14/ PY - 2006 DA - 2006 May 14 KW - Accidents KW - Flight KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40002331?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.atitle=Civil+Aviation+in+2005&rft.au=DeJohn%2C+Charles+Andrew%3BWebster%2C+Nicholas+L%3BLarcher%2C+Julie+G&rft.aulast=DeJohn&rft.aufirst=Charles&rft.date=2006-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://www.asma.org/meeting/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Night Vision Goggles in Commercial Aviation - The Time has Come for Latin America to Master the Night T2 - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AN - 39982853; 4216920 JF - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AU - Salazar, Guillermo J Y1 - 2006/05/14/ PY - 2006 DA - 2006 May 14 KW - Latin America KW - Vision KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39982853?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.atitle=Night+Vision+Goggles+in+Commercial+Aviation+-+The+Time+has+Come+for+Latin+America+to+Master+the+Night&rft.au=Salazar%2C+Guillermo+J&rft.aulast=Salazar&rft.aufirst=Guillermo&rft.date=2006-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://www.asma.org/meeting/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - The Effects of Outdoor Lasers Projected in the Navigable Airspace. T2 - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AN - 39966185; 4216731 JF - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AU - Nakagawara, Van B AU - Montgomery, Ron W W Y1 - 2006/05/14/ PY - 2006 DA - 2006 May 14 KW - Lasers KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39966185?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.atitle=The+Effects+of+Outdoor+Lasers+Projected+in+the+Navigable+Airspace.&rft.au=Nakagawara%2C+Van+B%3BMontgomery%2C+Ron+W+W&rft.aulast=Nakagawara&rft.aufirst=Van&rft.date=2006-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://www.asma.org/meeting/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Comparison of Pilot Medical History and Medication Found in Postmortem Specimens T2 - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AN - 39965957; 4216444 JF - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AU - Canfield, Dennis Vincent AU - Salazar, Guillermo J AU - Lewis, Russell AU - Whinnery, James Elliott Y1 - 2006/05/14/ PY - 2006 DA - 2006 May 14 KW - Historical account KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39965957?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.atitle=Comparison+of+Pilot+Medical+History+and+Medication+Found+in+Postmortem+Specimens&rft.au=Canfield%2C+Dennis+Vincent%3BSalazar%2C+Guillermo+J%3BLewis%2C+Russell%3BWhinnery%2C+James+Elliott&rft.aulast=Canfield&rft.aufirst=Dennis&rft.date=2006-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://www.asma.org/meeting/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Injury Analysis of an Airline Accident. T2 - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AN - 39941840; 4216524 JF - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AU - Ricaurte, Eduard Manuel AU - DeJohn, Charles Andrew AU - Satterlee Jr, Robert Y1 - 2006/05/14/ PY - 2006 DA - 2006 May 14 KW - Accidents KW - Airlines KW - Injuries KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39941840?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.atitle=Injury+Analysis+of+an+Airline+Accident.&rft.au=Ricaurte%2C+Eduard+Manuel%3BDeJohn%2C+Charles+Andrew%3BSatterlee+Jr%2C+Robert&rft.aulast=Ricaurte&rft.aufirst=Eduard&rft.date=2006-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://www.asma.org/meeting/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Molecular Medicine Takes Off: Microarray Analysis of Gene Expression in Aerospace Medicine T2 - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AN - 39941306; 4216835 JF - 77th Annual Scientific Meeting of the Aerospace Medical Association (ASMA 2006) AU - Burian, Dennis AU - Dennis, Canfield AU - James, Whinnery Y1 - 2006/05/14/ PY - 2006 DA - 2006 May 14 KW - Gene expression KW - DNA microarrays KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39941306?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.atitle=Molecular+Medicine+Takes+Off%3A+Microarray+Analysis+of+Gene+Expression+in+Aerospace+Medicine&rft.au=Burian%2C+Dennis%3BDennis%2C+Canfield%3BJames%2C+Whinnery&rft.aulast=Burian&rft.aufirst=Dennis&rft.date=2006-05-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=77th+Annual+Scientific+Meeting+of+the+Aerospace+Medical+Association+%28ASMA+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://www.asma.org/meeting/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - NORTHEAST GATEWAY DEEPWATER PORT, MASSACHUSETTS BAY, MASSACHUSETTS. AN - 36348281; 12517 AB - PURPOSE: The construction and operation of a deepwater port in Massachusetts Bay, 13 miles south-southeast of Gloucester, Massachusetts, are proposed to provide for a terminal facility for the importation of liquefied natural gas (LNG). At present, LNG meets 20 to 30 percent of natural gas demand in New England. Forecasts indicate that gas consumption in New England will continue to increase at an average annual growth rate of 1.4 percent for the next 22 years. As domestic supplies are static, the major increase in natural gas supply will have to come from LNG. The proposed port would lie within Continental Shelf Block 125 in water depths of 270 to 290 feet. The port would be capable of mooring special purpose LNG carriers, referred to as Energy Bridge Regasification Vessels, (EBRVs) with capacities of up to 3.2 billion cubic feet (Bcf). The port would delivery between 150 and 175 Bcf or natural gas per year to the region. Fixed components of the port would include two submerged turtet (STL) loading buoys, two flexible risers, two pipeline end manifolds, eight suction pile anchors, and two subsea flow lines, approximately 3,773 feet and 2,942 feet in length, that would connect to a new 16.1-mile-long pipeline lateral. The pipeline lateral would connect the port to the HubLine pipeline at a location approximately three miles east of Marblehead Neck. Two EBRVs would be equipped to store, transport, and vaporize LNG and to odorize and meter natural gas. Vaporization would occur onboard the EBRVs using closed-loop shell-and-tube, recirculating heat exchangers heaved by steam from boil-off gas/vaporized LNG-fired boilers. Onshore meter stations in Salem and Weymouth, Massachusetts would be expanded as part of the project, and space would b rented in the existing office space for an onshore operations center for the port. In addition to the proposed action, this draft EIS addresses a No Action Alternative and onshore versus offshore port alternatives, alternative terminal types, alternative port sites, alternative vaporization technologies, alternative anchoring methods, alternative pipeline routes, and alternative construction schedules. POSITIVE IMPACTS: The port and terminal facilities would provide for the increasing demand for natural gas in New England could replace more expensive, less environmentally friendly oil-fired generators and heating units in some cases. The facilities would promote the development of oil and natural gas production on the outer continental shelf by affording an economic and safe means of transporting oil and natural gas to the mainland. Total combined construction employment would provide jobs for 679 workers, of which over 200 would be local hires. NEGATIVE IMPACTS: Port construction would disturb 43 acres of habitat for flowline installation, setting of the suction anchors, and placement of the pipeline end manifolds. Benthos, shellfish, finfish, and marine mammals and sea turtles could be affected by construction activities, and operation of the facility would increase the number of ships and, thereby, the risk of collisions with marine mammals and sea turtles. Five species f endangered sea turtles and six species of endangered whales occur in the areas. Essential habitat for 28 species of finfish, two species of squid, and three species of shellfish would be affected. Recreational fishing and marine visual aesthetics would be degraded somewhat. Construction activities would limit shipping in the area due to restriction of access. Construction- and operation-related emissions of nitrogen oxides could exceed federal air quality standards. [LEG]Deepwater Port Act of 1974 (22 U.S.C. 1501-1524), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Maritime Transportation Security Act of 2002 (46 U.S.C. 701), Natural Gas Act (15 U.S.C. 717 f(c)), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 060213, Draft EIS--544 pages, Appendices--612 pages, May 12, 2006 PY - 2006 KW - Water KW - Air Quality Standards Violations KW - Bays KW - Coastal Zones KW - Continental Shelves KW - Cultural Resources Surveys KW - Employment KW - Endangered Species (Animals) KW - Fish KW - Harbor Structures KW - Harbors KW - Impact Assessment Methodology KW - Marine Mammals KW - Natural Gas KW - Pipelines KW - Recreation Resources KW - Shellfish KW - Ships KW - Terminal Facilities KW - Visual Resources KW - Massachusetts KW - Massachusetts Bay KW - Deepwater Port Act of 1974, License Application KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Maritime Transportation Security Act of 2002, Compliance KW - Natural Gas Act, Certificates of Pubic Convenience and Necessity KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36348281?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-05-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTHEAST+GATEWAY+DEEPWATER+PORT%2C+MASSACHUSETTS+BAY%2C+MASSACHUSETTS.&rft.title=NORTHEAST+GATEWAY+DEEPWATER+PORT%2C+MASSACHUSETTS+BAY%2C+MASSACHUSETTS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2007-11-01 N1 - SuppNotes - Draft. Preparation date: May 12, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - RELOCATION OF THE PANAMA CITY - BAY COUNTY INTERNATIONAL AIRPORT, PANAMA CITY, FLORIDA. AN - 36344942; 12063 AB - PURPOSE: The relocation of the Panama City-Bay County Airport and Industrial District, Panama City, Florida to a new site in Bay County is proposed. The primary commercial service for the airport encompasses all of Bay County, western Gulf County, and southeastern Walton County. A secondary commercial service area from which the airport has the ability to capture a limited share of the air service demand has been identified as including the southern and western areas of Franklin County, portions of Washington County, Calhoun County, and Jackson County. Initial development components of the relocated airport, anticipated too open in 2008, would include an airfield and terminal facilities. The airfield would consist essentially of a primary air carrier runway extending 8,400 feet and a general aviation crosswind runway extending 5,000 feet. The runways would be supported by the necessary ancillary facilities, including parallel and connecting taxiways, terminal area facilities, general aviation facilities, air traffic control and emergency services facilities, lighting, and navigation aids. Depending upon the aviation growth in the vicinity of Panama City and the long-term needs of the airport sponsor (Panama City-Bay County Airport and Industrial District), the airport's initial facilities could be expanded to include an extension of the primary air carrier runway, a second parallel air carrier runway, and additional landsite facilities. Only the initial development components are addressed in this final EIS. The EIS also assess a No Action Alternative, other modes of transport and telecommunications, the use of other airports, joint use of Tyndall Air Force Base, separate commercial and general aviation facilities, three alternative airport relocation sites, and additional developments at the existing Panama City Airport-Bay County Airport. POSITIVE IMPACTS: Relocation of the airport to the new site would open broader market possibilities to the sponsor. A January 2004 report indicates that, if moved to the new site, the airport could serve a larger percentage of travelers in the overall air service area and potentially launch an international charter service. NEGATIVE IMPACTS: Developments at the new Bay County site would result in significant impacts to wetlands and other wildlife habitat (including habitat for federally protected plant and animal species), floodplain drainage patterns, solid waste generation, and hazardous materials generation. Numerous residential and business relocations would be necessary, and other socioeconomic impacts would result, particularly from the introduction of aircraft noise in the vicinity of the new airport site. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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 05-0278D, Volume 29, Number 3. JF - EPA number: 060191, Final EIS--1,081 pages and maps, Appendices--1,077 pages and maps, Federal, State, and Local Agencies' Comments and Reponses--201 pages, Public Individuals' Comments and Responses--920 pages, Public Organizations' Comments and Responses--405 pages, May 11, 2006 PY - 2006 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Biologic Assessments KW - Economic Assessments KW - Industrial Districts KW - Navigation Aids KW - Noise Assessments KW - Socioeconomic Assessments KW - Sites Surveys (Airports) KW - Terminal Facilities KW - Transportation KW - Vegetation Surveys KW - Wildlife Surveys KW - Florida KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36344942?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-05-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RELOCATION+OF+THE+PANAMA+CITY+-+BAY+COUNTY+INTERNATIONAL+AIRPORT%2C+PANAMA+CITY%2C+FLORIDA.&rft.title=RELOCATION+OF+THE+PANAMA+CITY+-+BAY+COUNTY+INTERNATIONAL+AIRPORT%2C+PANAMA+CITY%2C+FLORIDA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Florida; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: May 11, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - ST. GEORGE MUNICIPAL AIRPORT, ST. GEORGE, UTAH. AN - 36347419; 12055 AB - PURPOSE: The replacement of St. George Municipal Airport in St. George, Utah is proposed. The existing airport is located atop a mesa that drops off steeply to the south, east, and west in the central portion of St. George. Facilities include a 6,606-foot runway (16/34) oriented north-to-south and one full and one partial parallel taxiway. In 2003, the airport accommodate 43,714 aircraft operations of which 6,056 were commercial passenger operations and 2,104 were commercial air cargo operations. Due to the geographic constraints of the existing airport property, the facility cannot be expanded or modified to meet forecast aviation needs in the area, including needs for service by commercial regional jet aircraft. The proposed replacement airport would feature one runway (1/19) with a length of 9,300 as well as a parallel taxiway designed to meet current and future aviation demand levels. A passenger terminal and associated parking facilities would be developed on the eastern side of the runway, as would an aircraft rescue and fire-fighting facility. Facilities for general aviation, fix-base operator, corporate aviation, and air cargo, and airport maintenance facilities would also be provided. The west side of the airport property would be reserved for a future airport control tower and future aviation development. Under any alternative to the proposed action, the existing airport would continue to operate. POSITIVE IMPACTS: The replacement of St. George Airport would remedy the numerous design standard deficiencies affecting the existing facility and enable the airport to accommodate the forecast growth in aircraft activity and commercial passenger demand safely and efficiently. NEGATIVE IMPACTS: Airport site development would displace 1,306 acres. Though aircraft-generated noise would increase in the immediate vicinity of the airport and noise could affect visitors in Zion National Park and the Little Black Mountain Petroglyph Site, no violation of federal standards would result. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (49 U.S.C. 47191(b)), Airport and Airway Safety and Capacity Expansion Act of 1987 (P.L. 100-223), and Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0453D, Volume 29, Number 4. JF - EPA number: 060183, 921 pages and maps, CD-ROM (3, May 10, 2006 PY - 2006 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Archaeological Sites KW - Biologic Surveys KW - Cultural Resources Surveys KW - Desert Land KW - Impact Assessment Methodology KW - National Parks KW - Noise Assessments KW - Parking KW - Safety KW - Section 4(f) Statements KW - Terminal Facilities KW - Transportation KW - Water Resources Surveys KW - Utah KW - Zion National Park KW - Airport and Airway Development Act of 1970, Funding KW - Airport and Airway Safety and Capacity Expansion Act of 1987, Compliance KW - Department of Transportation Act of 1966, Archaeologic Sites KW - Department of Transportation Act of 1966, Parks UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347419?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-05-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ST.+GEORGE+MUNICIPAL+AIRPORT%2C+ST.+GEORGE%2C+UTAH.&rft.title=ST.+GEORGE+MUNICIPAL+AIRPORT%2C+ST.+GEORGE%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Renton, Washington; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: May 10, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - CREOLE TRAIL LNG TERMINAL AND PIPELINE PROJECT, CAMERON, CALCASIEU, BEAUREGARD, ALLEN, JEFFERSON DAVIS, AND ACADIA PARISHES, LOUISIANA (DOCKET NOS. CP05-360-000, CP05-357-000, CP05-358-000, AND CP05-359-000). AN - 36341928; 12047 AB - PURPOSE: Issuance of a Certificate of Public Convenience and Necessity is proposed for the construction and operation of a liquefied natural gas (LNG) import terminal in the Gulf of Mexico in Cameron Parish, Louisiana and natural gas pipeline facilities in Cameron, Calcasieu, Beauregard, Allen, Jefferson, Davis, and Acadia parishes, Louisiana. The applicants, Creole Trail LNG, L.P. and Cheniere Creole Trail Pipeline Company, would construct the following structures within the Gulf and on land within the aforementioned counties: a ship unloading slip with two protected births, each equipped with three liquid unloading arms and one vapor return arm; four LNG storage tanks, each with a usable volume of 1.0 million barrels; 21 high-pressure LNG send out pumps, each with a capacity of 1,686 gallons per minute; 21 high-pressure submerged combustion vaporizers, each with a capacity of 183 million cubic feet per day; three boil-off gas compressors; ancillary utilities, buildings, and service facilities at the LNG terminal; 116.8 miles of dual 42-inch-diameter natural gas pipeline; 6.8 miles of 20-inch-diameter lateral line natural gas pipeline; 18 meter and regulation facilities; and associated pipeline facilities, including pig launcher and receiver facilities, two mainline valves on the 20-inch pipeline and eight mainline valves on each of the individual pipelines in the dual pipeline system. The terminal and pipeline facilities would provide for an average send out capacity of 3.3 billion cubic feet per day (Bcfd) or natural gas and a total plant capacity of 3.8 Bcfd. In addition to the proposed action, this final EIS considers a No Action Alternative and alternative onshore and offshore LNG facilities and pipeline routes. POSITIVE IMPACTS: The terminal and pipeline would allow the applicants to help meet the growing demand for natural gas in the United States by providing access to a reliable and stable supply of natural gas from diverse areas throughout the world. Natural gas delivery from the terminal would serve customers in the Gulf Coast, Midwest, Northeast, and Atlantic markets using existing interstate and intrastate natural gas pipeline systems. System operation would employ 86 to 103 workers. NEGATIVE IMPACTS: Construction activities would affect 3,096.9 acres of farmland, rangeland, wetlands, coastal prairie/grassland, forest, developed land, and open water. Operation of the facilities would affect 1,216.7 acres, of which 123.7 acres would be converted permanently for operation of the LNG terminals, 12.1 acres for aboveground pipeline facilities, and 14.4 acres for permanent access roads. The pipeline would traverse or cross in the vicinity of numerous oil and gas wells. The primary impact on surface waters within the Gulf and the Calcasieu and Mermentau river watersheds would be due to the dredging of 4.1 million cubic yards of material from the area in and adjacent to the Calcasieu Ship Channel for construction of the marine basin and tugboat dock. Dredging would convert 49.8 acres of land to open water. The pipeline system would cross 175 water bodies, including 43 perennial streams, one lake, four artificial ponds, 65 intermittent streams, and 62 ditches. Two state-listed scenic river would be traversed but he pipeline. Alternation of benthic community patterns during construction could make the pipeline rights-of-way temporarily unavailable as feeding areas or habitat for fishes or other bottom feeding species. Oyster habitat would be affected. Essential fish habitat for post larval, juvenile, sub adult, and/or adult white shrimp and brown shrimp, red drum, and bonnet head shark, Of the 21 federally protected species in the project area, only the brown pelican and sea turtle would be affected by project construction and operation. Complete information on the project's impacts on the federally protected red-cockaded woodpecker has not yet been obtained. One abandoned storage tank would be encountered during site preparation. Nine residences would lie within 50 feet of the proposed pipeline construction corridor. At least 10 cultural resource sites would lie within the area affected by pipeline construction and operation; three of these sites are eligible for inclusion in the National Register of Historic Places. Ship traffic in the vicinity of the terminal would increase substantially, increasing the risk of ship-to-ship collision. LEGAL MANDATES: Magnuson Fishery Conservation and Management Act of 1976 (16 U.S.C. 1801 et seq.), Maritime Transportation Security Act of 2002 (46 U.S.C. 701), Natural Gas Act (15 U.S.C. 717 f(c)), Natural Gas Pipeline Safety Act of 1968, Ports and Waterways Safety Act of 1972 (33 U.S.C. 12221 et seq.), PRIOR REFERENCES: For the abstract of the draft EIS, see 06-0024D, Volume 30, Number 1. JF - EPA number: 060175, 895 pages, May 4, 2006 PY - 2006 KW - Energy KW - Agency number: FERC/EIS-0186 KW - Archaeological Sites KW - Birds KW - Channels KW - Coastal Zones KW - Cultural Resources KW - Dredging KW - Electric Power KW - Employment KW - Endangered Species (Animals) KW - Farmlands KW - Fish KW - Natural Gas KW - Pipelines KW - Pumping Plants KW - Ranges KW - Safety KW - Shellfish KW - Site Planning KW - Streams KW - Terminal Facilities KW - Wells KW - Wetlands KW - Wild and Scenic Rivers KW - Gulf of Mexico KW - Louisiana KW - Fish and Wildlife Act of 1956, Project Authorization KW - Magnuson Fishery Conservation and Management Act of 1976, Compliance KW - Maritime Transportation Security Act of 2002, Compliance KW - Natural Gas Act, Certificates of Pubic Convenience and Necessity KW - Natural Gas Pipeline Safety Act of 1968, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36341928?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-05-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CREOLE+TRAIL+LNG+TERMINAL+AND+PIPELINE+PROJECT%2C+CAMERON%2C+CALCASIEU%2C+BEAUREGARD%2C+ALLEN%2C+JEFFERSON+DAVIS%2C+AND+ACADIA+PARISHES%2C+LOUISIANA+%28DOCKET+NOS.+CP05-360-000%2C+CP05-357-000%2C+CP05-358-000%2C+AND+CP05-359-000%29.&rft.title=CREOLE+TRAIL+LNG+TERMINAL+AND+PIPELINE+PROJECT%2C+CAMERON%2C+CALCASIEU%2C+BEAUREGARD%2C+ALLEN%2C+JEFFERSON+DAVIS%2C+AND+ACADIA+PARISHES%2C+LOUISIANA+%28DOCKET+NOS.+CP05-360-000%2C+CP05-357-000%2C+CP05-358-000%2C+AND+CP05-359-000%29.&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 - 2006-10-01 N1 - SuppNotes - Final. Preparation date: May 4, 2006 N1 - Last updated - 2014-01-30 ER - TY - CPAPER T1 - Driver Injury Severity and Mechanisms in SUV-PC Crashes T2 - 8th World Conference on Injury Prevention and Safety Promotion AN - 40032002; 4250761 JF - 8th World Conference on Injury Prevention and Safety Promotion AU - Liu, C Y1 - 2006/05/02/ PY - 2006 DA - 2006 May 02 KW - Injuries KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40032002?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=8th+World+Conference+on+Injury+Prevention+and+Safety+Promotion&rft.atitle=Driver+Injury+Severity+and+Mechanisms+in+SUV-PC+Crashes&rft.au=Liu%2C+C&rft.aulast=Liu&rft.aufirst=C&rft.date=2006-05-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=8th+World+Conference+on+Injury+Prevention+and+Safety+Promotion&rft.issn=&rft_id=info:doi/ L2 - http://www.safety2006.info/programme.aspx LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - The United States' Multidisciplinary Approach to Injury Prevention T2 - 8th World Conference on Injury Prevention and Safety Promotion AN - 40017488; 4250606 JF - 8th World Conference on Injury Prevention and Safety Promotion AU - Carra, J Y1 - 2006/05/02/ PY - 2006 DA - 2006 May 02 KW - USA KW - Prevention KW - Injuries KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40017488?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=8th+World+Conference+on+Injury+Prevention+and+Safety+Promotion&rft.atitle=The+United+States%27+Multidisciplinary+Approach+to+Injury+Prevention&rft.au=Carra%2C+J&rft.aulast=Carra&rft.aufirst=J&rft.date=2006-05-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=8th+World+Conference+on+Injury+Prevention+and+Safety+Promotion&rft.issn=&rft_id=info:doi/ L2 - http://www.safety2006.info/programme.aspx LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - JOUR T1 - A proactive approach to planning and designing highways in east Tennessee karst AN - 51566883; 2006-058617 AB - The East Tennessee landscape consists of varied topography that reflects the lithology and geologic structure of the area. Karst makes up a large part of the East Tennessee landscape and is very problematic in locating, designing, and constructing highways. Instead of a reactive approach to dealing with karst in highway planning, design, and construction, this paper proposes a proactive methodology that is needed in karst terrain. Types of karst problems include sinkholes, caves and karren, collapse incidents, and groundwater contamination. Typical reactive remedial measures used in correcting karst-related highway problems include bridging, drainage alteration, and relocation. Proactive concepts implemented by the Tennessee Department of Transportation include avoidance measures such as relocation of the roadway and drainage design methods including impervious lined drainage ditches and highway runoff filtering systems. Additional proactive drainage measures include the use of graded rock pads, overflow channels from sinkholes to free-draining areas, sinkhole opening improvement and protection, and curbs for embankment sections. Innovative and cost-effective remedial concepts for solving karst-related geotechnical problems include avoidance, using lined ditches and graded rock pads, and other bridging- and drainage-related concepts. Stringent land use and building codes for karst areas are required to ensure the success of karst-related remedial design concepts proposed for highways. JF - Environmental & Engineering Geoscience AU - Moore, Harry L Y1 - 2006/05// PY - 2006 DA - May 2006 SP - 147 EP - 160 PB - Association of Engineering Geologists and the Geological Society of America, College Station, TX VL - 12 IS - 2 SN - 1078-7275, 1078-7275 KW - United States KW - limestone KW - engineering properties KW - eastern Tennessee KW - caves KW - Appalachians KW - stormwater KW - karst KW - grouting KW - rock mechanics KW - ground water KW - environmental management KW - mitigation KW - sedimentary rocks KW - Tennessee KW - buildings KW - construction KW - Valley and Ridge Province KW - soil mechanics KW - North America KW - drainage KW - pollution KW - preventive measures KW - aquifers KW - soil-structure interface KW - planning KW - sinkholes KW - runoff KW - risk assessment KW - carbonate rocks KW - solution features KW - roads KW - land use KW - design KW - 30:Engineering geology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51566883?accountid=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=Environmental+%26+Engineering+Geoscience&rft.atitle=A+proactive+approach+to+planning+and+designing+highways+in+east+Tennessee+karst&rft.au=Moore%2C+Harry+L&rft.aulast=Moore&rft.aufirst=Harry&rft.date=2006-05-01&rft.volume=12&rft.issue=2&rft.spage=147&rft.isbn=&rft.btitle=&rft.title=Environmental+%26+Engineering+Geoscience&rft.issn=10787275&rft_id=info:doi/10.2113%2F12.2.147 L2 - http://eeg.geoscienceworld.org/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Abstract, Copyright, Association of Engineering Geologists and the Geological Society of America | Reference includes data from GeoScienceWorld, Alexandria, VA, United States N1 - Date revised - 2006-01-01 N1 - Number of references - 42 N1 - PubXState - TX N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - CODEN - ENGEA9 N1 - SubjectsTermNotLitGenreText - Appalachians; aquifers; buildings; carbonate rocks; caves; construction; design; drainage; eastern Tennessee; engineering properties; environmental management; ground water; grouting; karst; land use; limestone; mitigation; North America; planning; pollution; preventive measures; risk assessment; roads; rock mechanics; runoff; sedimentary rocks; sinkholes; soil mechanics; soil-structure interface; solution features; stormwater; Tennessee; United States; Valley and Ridge Province DO - http://dx.doi.org/10.2113/12.2.147 ER - TY - JOUR T1 - New evidence for syn-depositional subsidence in the Middle Ordovician rocks of southwest Wisconsin AN - 50868478; 2006-087900 JF - Proceedings and Abstracts - Institute on Lake Superior Geology. Meeting AU - Brown, B A AU - Czechanski, M L AU - Reid, Daniel D AU - Mudrey, M G, Jr A2 - Wilson, A. C. Y1 - 2006/05// PY - 2006 DA - May 2006 SP - 7 PB - Institute on Lake Superior Geology, [location varies] VL - 52, Part 1 SN - 1042-9964, 1042-9964 KW - United States KW - lithostratigraphy KW - lead ores KW - collapse structures KW - Paleozoic KW - Middle Ordovician KW - zinc ores KW - Ordovician KW - sedimentary rocks KW - southwestern Wisconsin KW - metal ores KW - stratigraphic units KW - mineralization KW - paleokarst KW - Wisconsin KW - lead-zinc deposits KW - 27A:Economic geology, geology of ore deposits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50868478?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Proceedings+and+Abstracts+-+Institute+on+Lake+Superior+Geology.+Meeting&rft.atitle=New+evidence+for+syn-depositional+subsidence+in+the+Middle+Ordovician+rocks+of+southwest+Wisconsin&rft.au=Brown%2C+B+A%3BCzechanski%2C+M+L%3BReid%2C+Daniel+D%3BMudrey%2C+M+G%2C+Jr&rft.aulast=Brown&rft.aufirst=B&rft.date=2006-05-01&rft.volume=52%2C+Part+1&rft.issue=&rft.spage=7&rft.isbn=&rft.btitle=&rft.title=Proceedings+and+Abstracts+-+Institute+on+Lake+Superior+Geology.+Meeting&rft.issn=10429964&rft_id=info:doi/ L2 - http://www.lakesuperiorgeology.org/ LA - English DB - GeoRef N1 - Conference title - 52nd annual meeting, Institute on Lake Superior Geology N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2006-01-01 N1 - Last updated - 2012-06-07 N1 - CODEN - ILSGB4 N1 - SubjectsTermNotLitGenreText - collapse structures; lead ores; lead-zinc deposits; lithostratigraphy; metal ores; Middle Ordovician; mineralization; Ordovician; paleokarst; Paleozoic; sedimentary rocks; southwestern Wisconsin; stratigraphic units; United States; Wisconsin; zinc ores ER - TY - CPAPER T1 - Terrestrial Lidar Applications at the Nevada Department of Transportation T2 - 2006 Annual Conference of the American Society for Photogrammetry and Remote Sensing (ASPRS 2006) AN - 40102391; 4252204 JF - 2006 Annual Conference of the American Society for Photogrammetry and Remote Sensing (ASPRS 2006) AU - Grissom, Benton AU - Turner, Michael AU - Harness, Darrell AU - McDanials, Sean AU - Hanson, Debbie AU - Lee, Monte Y1 - 2006/05/01/ PY - 2006 DA - 2006 May 01 KW - USA, Nevada KW - Transportation KW - Lidar KW - U 5500:Geoscience UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40102391?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2006+Annual+Conference+of+the+American+Society+for+Photogrammetry+and+Remote+Sensing+%28ASPRS+2006%29&rft.atitle=Terrestrial+Lidar+Applications+at+the+Nevada+Department+of+Transportation&rft.au=Grissom%2C+Benton%3BTurner%2C+Michael%3BHarness%2C+Darrell%3BMcDanials%2C+Sean%3BHanson%2C+Debbie%3BLee%2C+Monte&rft.aulast=Grissom&rft.aufirst=Benton&rft.date=2006-05-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2006+Annual+Conference+of+the+American+Society+for+Photogrammetry+and+Remote+Sensing+%28ASPRS+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://www.asprs.org/reno2006/final-prog.htm LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - And the Verdict Is? A Map Accuracy Assessment of Film versus Digital Imagery in Support of Large-scale Photogrammetry for the Pennsylvania Department of Transportation T2 - 2006 Annual Conference of the American Society for Photogrammetry and Remote Sensing (ASPRS 2006) AN - 40073706; 4252304 JF - 2006 Annual Conference of the American Society for Photogrammetry and Remote Sensing (ASPRS 2006) AU - Loose, Michael AU - Shillenn, Michael Y1 - 2006/05/01/ PY - 2006 DA - 2006 May 01 KW - USA, Pennsylvania KW - Transportation KW - Films KW - Photogrammetry KW - U 5500:Geoscience UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40073706?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2006+Annual+Conference+of+the+American+Society+for+Photogrammetry+and+Remote+Sensing+%28ASPRS+2006%29&rft.atitle=And+the+Verdict+Is%3F+A+Map+Accuracy+Assessment+of+Film+versus+Digital+Imagery+in+Support+of+Large-scale+Photogrammetry+for+the+Pennsylvania+Department+of+Transportation&rft.au=Loose%2C+Michael%3BShillenn%2C+Michael&rft.aulast=Loose&rft.aufirst=Michael&rft.date=2006-05-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2006+Annual+Conference+of+the+American+Society+for+Photogrammetry+and+Remote+Sensing+%28ASPRS+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://www.asprs.org/reno2006/final-prog.htm LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Applications for Lidar "Imaging" T2 - 2006 Annual Conference of the American Society for Photogrammetry and Remote Sensing (ASPRS 2006) AN - 39998059; 4252238 JF - 2006 Annual Conference of the American Society for Photogrammetry and Remote Sensing (ASPRS 2006) AU - Tack, Joseph AU - Graham, Lewis Y1 - 2006/05/01/ PY - 2006 DA - 2006 May 01 KW - Lidar KW - Imaging techniques KW - U 5500:Geoscience UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39998059?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2006+Annual+Conference+of+the+American+Society+for+Photogrammetry+and+Remote+Sensing+%28ASPRS+2006%29&rft.atitle=Applications+for+Lidar+%22Imaging%22&rft.au=Tack%2C+Joseph%3BGraham%2C+Lewis&rft.aulast=Tack&rft.aufirst=Joseph&rft.date=2006-05-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2006+Annual+Conference+of+the+American+Society+for+Photogrammetry+and+Remote+Sensing+%28ASPRS+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://www.asprs.org/reno2006/final-prog.htm LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - JOUR T1 - Use of Environmental Management Systems to Operate Sustainable Water Resource Adaptive Management AN - 20360624; 9026480 AB - The National Environmental Policy Act (NEPA) review process can be used to initiate adaptive management actions but lacks a mechanism to ensure monitoring and corrective action. Environmental Management Systems offer processes complementary to NEPA that can provide monitoring and corrective action for implementing adaptive management actions at the watershed level. JF - Water Resources Impact AU - McMillen, M AU - Colosimo, M F Y1 - 2006/05// PY - 2006 DA - May 2006 SP - 18 VL - 8 IS - 3 SN - 1522-3175, 1522-3175 KW - Aqualine Abstracts; Sustainability Science Abstracts; Environment Abstracts KW - Water Management KW - Sustainable development KW - Water resources KW - Water Resources Management KW - Watersheds KW - adaptive management KW - Reviews KW - Nepa KW - Environmental Policy KW - Monitoring KW - Environment management KW - National Environmental Policy Act KW - Water Resources KW - M3 1010:Issues in Sustainable Development KW - ENA 16:Renewable Resources-Water KW - AQ 00003:Monitoring and Analysis of Water and Wastes UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/20360624?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aaqualine&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Water+Resources+Impact&rft.atitle=Use+of+Environmental+Management+Systems+to+Operate+Sustainable+Water+Resource+Adaptive+Management&rft.au=McMillen%2C+M%3BColosimo%2C+M+F&rft.aulast=McMillen&rft.aufirst=M&rft.date=2006-05-01&rft.volume=8&rft.issue=3&rft.spage=18&rft.isbn=&rft.btitle=&rft.title=Water+Resources+Impact&rft.issn=15223175&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2009-02-01 N1 - Last updated - 2015-03-30 N1 - SubjectsTermNotLitGenreText - adaptive management; Reviews; Water resources; Sustainable development; Watersheds; National Environmental Policy Act; Environment management; Water Management; Environmental Policy; Water Resources Management; Monitoring; Water Resources; Nepa ER - TY - RPRT T1 - LINCOLN BYPASS (STATE ROUTE 65), PLACER COUNTY, CALIFORNIA. AN - 16366714; 12098 AB - PURPOSE: The construction of a four-lane freeway to provide a bypass for State Route (SR) 65 around the city of Lincoln, Placer County, California is proposed. The facility would extend from 0.5 mile south of Industrial Boulevard to a point north of Riosa Road. Continuing growth in Placer County and the Sacramento Valley has resulted in the need for a new and improved SR 65 corridor to alleviate congestion in the city of Lincoln. Existing SR 65 through Lincoln is a "Main Street" highway, which will not serve the ultimate transportation needs of the region. Due primarily to congestion, the accident rate in downtown Lincoln is higher than the average rate for this type of facility. As traffic volumes continue to increase, SR 65 south of Lincoln and within downtown Lincoln is expected to exceed available capacity by the year 2005. Seven alternatives, including a No Action Alternative, are considered in this final EIS. The build alternatives range in length from 11.6 to 12.8 miles. All build alternatives begin at the same location and meet existing S.R. 65 at slightly different locations between Dowd Road and the Bear River. Alternatives AAC2 and A5C1 would begin at Industrial Boulevard and end just before the Bear River; both alignments would past east of the airport. Alternatives D1 and D13, which would pass west of the airport, the major difference distinguishing D1 and D13 would be that D13 would avoid the Rockwell subdivision. Alternative D13 South Modification would combine alternatives D1 and D13 to provide a greater distance between the highway and residents in the Brookview subdivision. Alternative D13 North Modified would be identical to Alternative D13, except that it would make a gentle curve just past Cood Creek and proceed straight to SR 65 to preclude the acquisition of a wetland area for rights-of-way purposes. One further modification of D13 could be incorporated into the project to prevent the project from impacting the Fickewirth Ranch, a site determined eligible for inclusion on the National Register of Historic Places. Estimated costs of the project ranges from $159 million to $220 million. Alternative D13 North Modified has been identified as the preferred alternative; its cost estimates range from $184 million to $220 million. POSITIVE IMPACTS: The bypass freeway would alleviate congestion and improve safety within the city of Lincoln and provide for more efficient inter-regional movement of goods and services. Traffic volumes anticipated within the SR 65 corridor would be accommodated through the year 2020. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would displace 10 residences, one business, and 388.4 acres of farmland. The highway would displace 26.9 acres of vernal plops and swales, 16.15 acres of vernal and freshwater marsh, 0.26 acre on non-wetland waters, 42 acres of nonnative grasslands, 280.4 acres of northern hardpan grassland vernal pool complex, four acres of northern mudflow vernal pool complex, 1.7 acres of mixed riparian forest, 13 acres of mixed oak woodland, and 23.6 acres of vernal pool fairy shrimp critical habitat. The highway wuold have a 823 -acre footprint and traverse nine streams. Federal protected species potentially affect would include vernal pool fairy shrimp and tadpole shrimp, Swainson's hawk, Ahart's dwarf rush, Legenere, Bogg's Lake hedge hyssop, several bat species, valley elderberry longhorn beetle. In addition vernal pool habitat for other species would be affected. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), 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, see 02-0077D, Volume 26, Number 1. JF - EPA number: 060226, 381 pages and maps, May 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-01-05-F KW - Biologic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Relocation Plans KW - Section 404(b) Statements KW - Highways KW - Highway Structures KW - Historic Sites KW - Insects KW - Relocations-Property Acquisitions KW - Safety KW - Shellfish KW - Vegetation Surveys KW - Wetlands KW - Wildlife Surveys KW - California 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/16366714?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-05-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LINCOLN+BYPASS+%28STATE+ROUTE+65%29%2C+PLACER+COUNTY%2C+CALIFORNIA.&rft.title=LINCOLN+BYPASS+%28STATE+ROUTE+65%29%2C+PLACER+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: May 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - TRANS-TEXAS CORRIDOR -- 35, OKLAHOMA-MEXICO/GULF COAST ELEMENT, TEXAS. AN - 36345964; 12034 AB - PURPOSE: The development of Trans-Texas Corridor 35 (TTC-35), extending across Texas from the Oklahoma state line, north of the Dallas-Fort Worth metropolitan area, to the Mexico international border and/or the Gulf Coast, is proposed. TTC-35 would be a major component of the overall TTC system, which is a proposed multi-use, statewide network of transportation routes in Texas that would incorporate existing and new highways, railways, and utility rights-of-way into an integrated system. Utilities to be accommodated would include water supply lines, oil and natural gas pipelines, and transmission lines for electricity, broadband telecommunications, and other telecommunications services. This system would help accommodate economic and population growth in the vicinity of the corridor; growth of 145 percent is expected within the region served by the corridor between 2000 and 2060. Current traffic volumes for most segments of the interstate system serving the corridor exceed design capacity and demands being placed on related highways and railroads are far outpacing new construction plans. As currently planned, the TTC-35 multimodal corridor would ultimately include two separate lanes for trucks and three separate lanes for passenger vehicles in each direction, six rail lines, with one in each direction for high-speed rail, commuter rail and freight rail, and a 200-foot-wide utility zone, all within 1,200 feet of rights-of-way. Plans call for TTC-35 to be completed in phases over the next 50 years, with phasing prioritized according to Texas transportation needs. This draft EIS considers a No Action Alternative and 12 reasonable corridor alternatives, ranging from four to 18 miles in width. If this Tier 1 document results in the selection of a corridor alternative as the preferred alternative, the selected corridor would become the study area for subsequent Tier 2 environmental review of potential alignments for TTC-35. POSITIVE IMPACTS: TCC-35 would improve the international, interstate, and intrastate movement of goods and people; address anticipated transportation needs of Texas from the Texas/Oklahoma state line to the Texas/Mexico border and/or the Gulf Coast along the Interstate 35 (I-35) corridor for the next 20 to 50 years; and sustain and enhance the economic vitality of the state of Texas. The TCC system would provide numerous modal options and intermodal connections to freight operators as well as passengers. Poor safety and service statistics on the I-35 corridor would be reversed. NEGATIVE IMPACTS: Rights-of-way development would displace residential and commercial developments, parkland, historic districts and sites and archaeologic sites eligible for inclusion in the National Register of Historic Places, oil and natural gas well sites and other potential and active mineral extraction sites, vegetation and the associated wildlife habitat, habitat for federally protected species of plants and animals, landfills, farmland, stream channel segments and floodplains, reservoir storage capacity, and wetlands. Minority and/or low-income populations along the corridor would be disproportionately affected by TCC developments in some areas. The corridor would traverse non-attainment zones for criterion air pollutants in some areas, further degrading air quality in these areas. The corridor would traverse aquifers, potentially threatening groundwater quality used for human water supplies. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 060162, Volume 1--375 page sand maps, Volume 2--227 pages and maps, Volume 3--512 pages, Volume 4--721 pages and maps, Volume 5--650 pages, Volume 6--650 pages, Volume 7--701 pages, CD-ROMs (3, April 28, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-TX-EIS-05-01-D KW - Archaeological Sites KW - Communication Systems KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Environmental Justice KW - Farmlands KW - Floodplains KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Landfills KW - Mineral Resources KW - Minorities KW - Natural Gas KW - Oil Production KW - Parks KW - Pipelines KW - Railroads KW - Relocations-Property Acquisitions KW - Reservoirs KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Transportation KW - Vegetation KW - Water Quality KW - Wells KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Texas KW - Department of Transportation Act of 1966, Compliance 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/36345964?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-04-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRANS-TEXAS+CORRIDOR+--+35%2C+OKLAHOMA-MEXICO%2FGULF+COAST+ELEMENT%2C+TEXAS.&rft.title=TRANS-TEXAS+CORRIDOR+--+35%2C+OKLAHOMA-MEXICO%2FGULF+COAST+ELEMENT%2C+TEXAS.&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 - 2006-10-01 N1 - SuppNotes - Draft. Preparation date: April 28, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - COVE POINT EXPANSION PROJECT, MARYLAND, NEW YORK, PENNSYLVANIA, VIRGINIA, AND WEST VIRGINIA (DOCKETS NOS. CP05-130-000, CP05-131-000, CP05-132-000.) AN - 36340443; 12040 AB - PURPOSE: The expansion of a liquefied natural gas (LNG) import terminal and the construction of associated natural gas pipeline facilities to improve the efficiency and capacity of the Cove Point Terminal in Maryland, New York, Pennsylvania, Virginia, and West Virginia are proposed by Dominion Cove Point LNG, LP and Dominion Transmission, Inc. The applicants' proposal would provide for two new 160,000-cubic-metter single containment LNG storage tanks; additional vaporization capacity consisting of shell and tube vaporizers and associated equipment; additional power generation equipment consisting of two 21.7-megawatt gas turbine generators and three emergency generators; LNG terminal infrastructure, including roads and storage and work areas; 47.8 miles of 36-inch loop pipeline in Calvert, Prince Georges, and Charles County, Maryland; 81 miles of 24-inch pipeline lateral in Juniata, Mifflin, Huntingdom, Centre, and Clinton counties, Pennsylvania; two new compressor stations in Juniata and Centre County, Pennsylvania; 11 miles of 24-inch pipeline loop in Wetzel County, West Virginia and Green County, Pennsylvania; 12 miles of 24-inch pipeline loop and 10 miles of 20-inch pipeline loop in Potter County, Pennsylvania; replacement of 0.6 mile of pressure testing and possible replacement of 0.4 mile of 30-inch pipeline in Franklin County, Pennsylvania; modifications to Loudoun Measuring and Regulating Station in Loudoun County, Virginia; 2,800 horsepower of additional compression at the Mockingbird Hill Compressor Station in Wetzel County, West Virginia; modification of the Leesburg Compressor Station in Loudoun County, Virginia; additional facilities and pipeline replacement at the Leidy M&R Station in Clinton County, Pennsylvania; 3,500 horsepower of additional compression at the Wolf Run Compressor Station in Lewis County, West Virginia; and modification of the Quinlan Compressor Station in Cattaraugus County, New York. In addition to the proposed action, this final EIS addresses the No Action Alternative, system alternatives, alternative LNG terminal projects, and pipeline route alternatives. POSITIVE IMPACTS: Dominions proposed LNG terminal expansion would increase the send-out capacity of the facility by 800,000 decatherms per day and increase the storage capacity by 6.8 million decatherms per day. The proposed pipeline and related facilities in Maryland and Virginia would allow it to deliver an additional 800,000 decatherms per day from the LNG terminal to its connections with other interstate pipelines. The pipelines proposed in Pennsylvania, West Virginia, and New York would allow Dominion to transport an additional 700,000 decatherms per day to various delivery points on its system and offer new underground storage service of 6,0 million decatherms, with an additional demands of 100,000 decatherms per day. NEGATIVE IMPACTS: Project activities would disturb 1,900 acres of land, including 175 acres for aboveground facilities and 1,725 acres for pipelines. Following construction, Dominion would maintain 59 acres for aboveground facilities and 1,078 acres for new pipeline rights-of-way. A total of 27 public water wells would lie within one mile of the pipeline rights-of-way and numerous private wells would lie within 150 feet of the centerline. Pipelines would traverse 97 perennial water bodies as well as numerous intermittent or ephemeral water bodies. Pipeline construction would affect 83.3 acres of wetlands, 964 acres of agricultural and open lands, 21 acres of range and scrub lands, and 681 acres of forested lands. Thermal facilities expansion would displace another 18 acres of forested land. Though unlikely, it is possible that the project could affect the federally protected bald eagle, Indiana bat, and northeastern bull rush and numerous state-listed protected species. The transit corridor for LNG vessels calling on the Cove Point LNG terminal would traverse open water and estuarine habitats on the Chesapeake Bay; the number of ships traversing these waters each year would increase from 90 to 200. In addition to estuarine and open water fish, ship movements could affect federally protected and unprotected marine mammals and recreational boaters and other craft operators. Fifty-eight residences, one camp, and one business would lie within 50 feet of the pipeline. Two historically significant properties within the pipeline rights-of-way would suffer unavoidable impacts. LEGAL MANDATES: Department of Energy Organization Act of 1977 (P.L. 95-91), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Federal Power Act of 1920 (16 U.S.C. 791a et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). JF - EPA number: 060168, 957 pages, April 28, 2006 PY - 2006 KW - Energy KW - Agency number: FERC/EIS-0185 KW - Bays KW - Birds KW - Creeks KW - Endangered Species (Animals) KW - Estuaries KW - Farmlands KW - Forests KW - Geologic Surveys KW - Health Hazards KW - Historic Sites KW - Marine Mammals KW - Natural Gas KW - Open Space KW - Pipelines KW - Pumping Plants KW - Rivers KW - Safety KW - Site Planning KW - Soils Surveys KW - Storage KW - Vegetation KW - Water Resources Surveys KW - Water Supply KW - Wells KW - Wetlands KW - Wildlife Habitat KW - Chesapeake Bay KW - Maryland KW - New York KW - Pennsylvania KW - Virginia KW - West Virginia KW - Department of Energy Organization Act of 1977, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Power Act of 1920, Licensing KW - National Historic Preservation Act of 1966, Historic Sites KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36340443?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-04-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COVE+POINT+EXPANSION+PROJECT%2C+MARYLAND%2C+NEW+YORK%2C+PENNSYLVANIA%2C+VIRGINIA%2C+AND+WEST+VIRGINIA+%28DOCKETS+NOS.+CP05-130-000%2C+CP05-131-000%2C+CP05-132-000.%29&rft.title=COVE+POINT+EXPANSION+PROJECT%2C+MARYLAND%2C+NEW+YORK%2C+PENNSYLVANIA%2C+VIRGINIA%2C+AND+WEST+VIRGINIA+%28DOCKETS+NOS.+CP05-130-000%2C+CP05-131-000%2C+CP05-132-000.%29&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 - 2006-10-01 N1 - SuppNotes - Final. Preparation date: April 28, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - CROWN LANDING LNG AND LOGAN LATERAL PROJECTS, GLOUCESTER COUNTY, NEW JERSEY; NEW CASTLE COUNTY, DELAWARE; AND DELAWARE COUNTY, PENNSYLVANIA (DOCKETS NOS. CP04-411-000 AND CP04-416-000). AN - 36341273; 12041 AB - PURPOSE: Issuance of a Certificate of Public Convenience and Necessity is proposed to allow for the construction of a liquified natural gas (LNG) import terminal, to be known as the Crown Landing LNG Project, in Gloucester County, New Jersey and natural gas pipeline facilities, to be known as the Logan Lateral Project, in Brookhaven Borough, Pennsylvania. The LNG terminal would be located on a 175-acre site on the shoreline of the Delaware River. would consist of facilities capable of unloading LNG ships, storing up to 450,000 cubic meters of LNG, vaporizing the LNG, and sending out natural gas at a base rate of 1.2 billion cubic feet per day (Bcfd) and, using space equipment, a maximum rate of 1.4 Bcfd. The LNG facilities would be connected with three onsite pipelines, including the Logan Lateral Project pipeline between the existing Chester Junction facility in Brookhaven Borough and the proposed LNG terminal. The other two interconnects would be with existing pipelines that cross the terminal site. Neither Columbia Gas Transmission Company nor Transcontinental Gas Pipeline Corporation, who own the other pipeline interconnects, have filed applications to construct and operate the facilities. Development of the LNG terminal would involve the dredging of shallow water river bottom and the filling of a small area of intertidal river shoreline for the installation of berthing structures in the river. The pipeline project would involve installation of 11 miles of new underground pipeline from the storage and transfer facility to an existing pipeline junction facility in Pennsylvania. POSITIVE IMPACTS: The terminal and pipeline would increase the national capacity for importation of natural gas into the United States, in this case for transport to the eastern U.S. Use of the existing natural gas pipeline system in Pennsylvania would render the port economically efficient. NEGATIVE IMPACTS: Approximately 39 acres would be permanently developed for the terminal facility and access road, and the project would require 800,000 cubic yards of dredging, disturbing 27.4 acres of riverbed and requiring upland disposal. Some of the dredged sediments would be contaminated. The Logan Lateral Project would temporarily affect another 177.3 acres, 54.1 of which would be retained as permanent rights-of-way and 1.8 acres for related aboveground facilities. One private water well could be affected by the pipeline, and pipeline construction could affect groundwater as it would traverse an aquifer. Approximately 5.5 acres of state-designated transition wetland area, 1.4 acres of shrubs, and 1.7 acres of open land would be permanently affected at the terminal site, while the Logan Lateral Project would affect 22.4 acres of wetlands, of which 2.4 acres would be permanently converted to other wetland types, as well as 125.7 acres of vegetation consisting of 50.8 acres of agricultural lands, 35 acres of open lands, 23.4 acres of forest, and 16.5 acres o non-forested wetlands. Only 8.5 acres of forested land would lie within permanent rights-of-way. Ten federally protected fish species and their prey could be affected by terminal developments. Approximately 20 residential structures would lie within one mile of the entrance to the LNG terminal and 147 residences would lie within 50 feet of the pipeline route. Aboveground pipeline facilities and terminal storage tanks would mar visual esthetics in the area. Though archaeological and/or historic sites would lie within the vicinity of the two projects, neither would negatively affect these sites. Explosions due to accident or terrorist attach would release volatile gas into the vicinity of the leak. Vessel traffic in the Delaware River and its approaches would be increased. LEGAL MANDATES: 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.), Natural Gas Act (15 U.S.C. 717 f(c)), Natural Gas Pipeline Safety Act of 1968, and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0308D, Volume 29, Number 3. JF - EPA number: 060169, Final EIS--421 pages, Appendices--867 pages, April 26, 2006 PY - 2006 KW - Energy KW - Agency number: FERC/EIS-0179 KW - Archaeological Sites KW - Coastal Zones KW - Dredging KW - Endangered Species (Animals) KW - Farmlands KW - Fish KW - Fisheries Surveys KW - Forests KW - Harbor Structures KW - Hazardous Materials KW - Historic Sites KW - Natural Gas KW - Navigation KW - Open Space KW - Pipelines KW - Pumping Plants KW - Rivers KW - Safety KW - Shellfish KW - Storage KW - Terminal Facilities KW - Vegetation KW - Visual Resources KW - Wetlands KW - Delaware KW - Delaware River KW - New Jersey KW - Pennsylvania KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Magnuson Fishery Conservation and Management Act of 1976, Compliance KW - Natural Gas Act, Certificates of Pubic Convenience and Necessity KW - Natural Gas Pipeline Safety Act of 1968, Compliance KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36341273?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-04-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CROWN+LANDING+LNG+AND+LOGAN+LATERAL+PROJECTS%2C+GLOUCESTER+COUNTY%2C+NEW+JERSEY%3B+NEW+CASTLE+COUNTY%2C+DELAWARE%3B+AND+DELAWARE+COUNTY%2C+PENNSYLVANIA+%28DOCKETS+NOS.+CP04-411-000+AND+CP04-416-000%29.&rft.title=CROWN+LANDING+LNG+AND+LOGAN+LATERAL+PROJECTS%2C+GLOUCESTER+COUNTY%2C+NEW+JERSEY%3B+NEW+CASTLE+COUNTY%2C+DELAWARE%3B+AND+DELAWARE+COUNTY%2C+PENNSYLVANIA+%28DOCKETS+NOS.+CP04-411-000+AND+CP04-416-000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Federal Energy Regulatory Commission, Office of Energy, Washington, District of Columbia; FERC N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: April 26, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - FEDERAL AID PRIMARY ROUTE 318, ILLINOIS ROUTE 29 FROM ILLINOIS 6 TO I-180, PEORIA, MARSHALL, PUTNAM, AND BUREAU COUNTIES, ILLINOIS. AN - 36340645; 12039 AB - PURPOSE: The improvement of Illinois 29 (IL 29; Federal Aid Primary 318) from IL 6 to Interstate 180 (I-180) in Peoria, Marshall, Putnam, and Bureau counties, Illinois is proposed. The 35-mile study corridor includes the major communities of Chillicothe, Sparland, Lacon, and Henry as well as smaller communities, including Mossville, Rome, Hopewell, and Putnam. In addition to the No Action Alternative, this draft EIS considers improvements to the existing highway and possible bypasses at Chillicothe, Sparland, and Henry. Chillicothe would be bypasses on the west if that alternative were selected. North of Chillicothe, the proposed improvements would lie within the existing IL 29 alignment. To minimize community impacts and impacts to natural areas, alternative sections on new alignments could be provided west of Hopewell, Sparland, and Henry, and east of Putnam. More specifically, the proposed alternative would begin at the IL 6 interchange and extend northward to I-180 north of the Kentville Road intersection. Along the 10-mile stretch from IL 6 to a point north of Chillicothe, where the alignment would rejoin existing IL 29, a freeway section would be provided on new alignment. From the proposed north Chillichote interchange to the north project terminus, the project would provide a four-lane, divided expressway on new alignment west of the community. Within the freeway section, access would be limited to grade separated interchanges. Along the expressway, at-grade intersections would be permitted at crossroads and from residential and agricultural properties. POSITIVE IMPACTS: The project would enhance continuity and improve safety and travel efficiency within the IL 29 corridor between Mossville and I-180 north of Kentville Road. Transportation continuity and modal interrelationships would be improved. The improved facility would enhance north-south highway access west of the Illinois River between IL and I-180, improve travel efficiency, and enhance the economic stability and development of the region. NEGATIVE IMPACTS: Development of 1,750.5 acres of new rights-of-way would displace 40 residences, four businesses, 83 outbuildings, 23.4 acres of wetlands, 142 acres of forested land, 1.2 acres within designated natural areas, 1,165.5 acres of farmland, and 996.5 acres of cropland. Twelve streams would be traversed. Approximately 744.5 acres of parcels would be landlocked by the project. the project would require the removal of Barville Bridge, a site eligible for inclusion in the National Register of Historic Places. Traffic-generated noise would exceed federal standards at four sensitive noise receptor sites. Construction workers would encounter five hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) , National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 060167, 927 pages and maps, April 26, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-IL-EIS-06-01-D KW - Creeks KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Vegetation KW - Wetlands KW - Wildlife Habitat KW - Transportation KW - Illinois KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36340645?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-04-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FEDERAL+AID+PRIMARY+ROUTE+318%2C+ILLINOIS+ROUTE+29+FROM+ILLINOIS+6+TO+I-180%2C+PEORIA%2C+MARSHALL%2C+PUTNAM%2C+AND+BUREAU+COUNTIES%2C+ILLINOIS.&rft.title=FEDERAL+AID+PRIMARY+ROUTE+318%2C+ILLINOIS+ROUTE+29+FROM+ILLINOIS+6+TO+I-180%2C+PEORIA%2C+MARSHALL%2C+PUTNAM%2C+AND+BUREAU+COUNTIES%2C+ILLINOIS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Springfield, Illinois; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Draft. Preparation date: April 26, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 16367426; 12031 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wild lands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this final EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitutes an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0616D, Volume 29, Number 4. JF - EPA number: 060159, 340 pages, April 25, 2006 PY - 2006 KW - Parks, Refuges and Forests KW - Agency number: FES 06-11 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16367426?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-04-25&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: April 25, 2006 N1 - Last updated - 2014-01-30 ER - TY - CPAPER T1 - Collecting Environmental Data in the Field T2 - 10th Biennial Symposium of the MidAmerica GIS Consortium (MAGIC 2006) AN - 40114502; 4259597 DE: JF - 10th Biennial Symposium of the MidAmerica GIS Consortium (MAGIC 2006) AU - Fields, Michelle Y1 - 2006/04/23/ PY - 2006 DA - 2006 Apr 23 KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40114502?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=10th+Biennial+Symposium+of+the+MidAmerica+GIS+Consortium+%28MAGIC+2006%29&rft.atitle=Collecting+Environmental+Data+in+the+Field&rft.au=Fields%2C+Michelle&rft.aulast=Fields&rft.aufirst=Michelle&rft.date=2006-04-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=10th+Biennial+Symposium+of+the+MidAmerica+GIS+Consortium+%28MAGIC+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://magicweb.kgs.ku.edu/magic/s2006/matrix.cfm LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Is Rock Design an Art or Science? T2 - 2006 Annual Meeting of the North-Central Section of the Geological Society of America AN - 39923189; 4151231 JF - 2006 Annual Meeting of the North-Central Section of the Geological Society of America AU - Beach, Kirk D AU - Geiger, Gene Y1 - 2006/04/20/ PY - 2006 DA - 2006 Apr 20 KW - Bioremediation KW - Slope stability UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39923189?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2006+Annual+Meeting+of+the+North-Central+Section+of+the+Geological+Society+of+America&rft.atitle=Is+Rock+Design+an+Art+or+Science%3F&rft.au=Beach%2C+Kirk+D%3BGeiger%2C+Gene&rft.aulast=Beach&rft.aufirst=Kirk&rft.date=2006-04-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2006+Annual+Meeting+of+the+North-Central+Section+of+the+Geological+Society+of+America&rft.issn=&rft_id=info:doi/ L2 - http://gsa.confex.com/gsa/2006NC/finalprogram/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - PEER-NGA Empirical Ground Motion Model for Horizontal Spectral Accelerations from Earthquakes in Active Tectonic Regions T2 - 100th Anniversary Earthquake Conference AN - 40098384; 4239852 JF - 100th Anniversary Earthquake Conference AU - Chiou, Brian AU - Youngs, Robert Y1 - 2006/04/18/ PY - 2006 DA - 2006 Apr 18 KW - Earthquakes KW - Seismic activity KW - Models KW - Ground motion KW - Acceleration UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40098384?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=100th+Anniversary+Earthquake+Conference&rft.atitle=PEER-NGA+Empirical+Ground+Motion+Model+for+Horizontal+Spectral+Accelerations+from+Earthquakes+in+Active+Tectonic+Regions&rft.au=Chiou%2C+Brian%3BYoungs%2C+Robert&rft.aulast=Chiou&rft.aufirst=Brian&rft.date=2006-04-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=100th+Anniversary+Earthquake+Conference&rft.issn=&rft_id=info:doi/ L2 - http://www.miracd.com/8NCEE/Itinerary/default.asp?Refresh=1&target=Sea rchResults%2Easp%3FsesDay%3D2 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Seismic Mitigation of Bridges T2 - 100th Anniversary Earthquake Conference AN - 40053967; 4240188 JF - 100th Anniversary Earthquake Conference AU - Lwin, Myint Y1 - 2006/04/18/ PY - 2006 DA - 2006 Apr 18 KW - Bridges UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40053967?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=100th+Anniversary+Earthquake+Conference&rft.atitle=Seismic+Mitigation+of+Bridges&rft.au=Lwin%2C+Myint&rft.aulast=Lwin&rft.aufirst=Myint&rft.date=2006-04-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=100th+Anniversary+Earthquake+Conference&rft.issn=&rft_id=info:doi/ L2 - http://www.miracd.com/8NCEE/Itinerary/default.asp?Refresh=1&target=Sea rchResults%2Easp%3FsesDay%3D2 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - NGA Database T2 - 100th Anniversary Earthquake Conference AN - 39990304; 4239847 JF - 100th Anniversary Earthquake Conference AU - Chiou, Brian Y1 - 2006/04/18/ PY - 2006 DA - 2006 Apr 18 KW - Databases UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39990304?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=100th+Anniversary+Earthquake+Conference&rft.atitle=NGA+Database&rft.au=Chiou%2C+Brian&rft.aulast=Chiou&rft.aufirst=Brian&rft.date=2006-04-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=100th+Anniversary+Earthquake+Conference&rft.issn=&rft_id=info:doi/ L2 - http://www.miracd.com/8NCEE/Itinerary/default.asp?Refresh=1&target=Sea rchResults%2Easp%3FsesDay%3D2 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - An Overview of the NGA Strong-Motion Dataset T2 - 100th Anniversary Earthquake Conference AN - 39989004; 4239863 JF - 100th Anniversary Earthquake Conference AU - Chiou, Brian AU - Darragh, Robert AU - Silva, Walter Y1 - 2006/04/18/ PY - 2006 DA - 2006 Apr 18 KW - Reviews UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39989004?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=100th+Anniversary+Earthquake+Conference&rft.atitle=An+Overview+of+the+NGA+Strong-Motion+Dataset&rft.au=Chiou%2C+Brian%3BDarragh%2C+Robert%3BSilva%2C+Walter&rft.aulast=Chiou&rft.aufirst=Brian&rft.date=2006-04-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=100th+Anniversary+Earthquake+Conference&rft.issn=&rft_id=info:doi/ L2 - http://www.miracd.com/8NCEE/Itinerary/default.asp?Refresh=1&target=Sea rchResults%2Easp%3FsesDay%3D2 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Rehabilitation of a Historic Railroad Tunnel in a Highly Seismically Active Region Geotechnical and Seismic Issues T2 - 100th Anniversary Earthquake Conference AN - 39978724; 4238756 JF - 100th Anniversary Earthquake Conference AU - DeMarco, Matt AU - Smith, Ron AU - Zafir, Zia Y1 - 2006/04/18/ PY - 2006 DA - 2006 Apr 18 KW - Railroads KW - Rehabilitation KW - Tunnels UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39978724?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=100th+Anniversary+Earthquake+Conference&rft.atitle=Rehabilitation+of+a+Historic+Railroad+Tunnel+in+a+Highly+Seismically+Active+Region+Geotechnical+and+Seismic+Issues&rft.au=DeMarco%2C+Matt%3BSmith%2C+Ron%3BZafir%2C+Zia&rft.aulast=DeMarco&rft.aufirst=Matt&rft.date=2006-04-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=100th+Anniversary+Earthquake+Conference&rft.issn=&rft_id=info:doi/ L2 - http://www.miracd.com/8NCEE/Itinerary/default.asp?Refresh=1&target=Sea rchResults%2Easp%3FsesDay%3D2 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - CENTRAL CORRIDOR PROJECT, BETWEEN DOWNTOWN MINNEAPOLIS AND DOWNTOWN ST. PAUL, MINNESOTA. AN - 36350227; 12020 AB - PURPOSE: The construction of a light rail transit (LRT) facility or a busway/bus rapid transit (BRT) facility within the Central Corridor, extending 11 miles between the downtown areas of St. Paul and Minneapolis, Minnesota is proposed. The Central Corridor serves the heart of the Twin Cities Metropolitan Area and connects come of the largest traffic generators in the cities. In addition, the neighborhoods located in the study area are some of the most cohesive in the metropolitan area. Since 1981, the Central Corridor has been a priority focus for bus transit services and capital transportation investment. Three alternatives, including a No Action/Baseline Alternative, are considered in this draft EIS. The Baseline Alternative would provide for already planned improvements, including the creation of a new route, extension of other routes, and frequency improvements on many of the remaining routes. One action alternative would provide an LRT facility along University Avenue, while the other would provide a Busway/BRT facility along the same corridor. The LRT Alternative would run from downtown Minneapolis, through the University of Minnesota, thence on University Avenue to downtown St. Paul. The LRT would be accessed via one station in downtown Minneapolis, four stations within the university and Prospect Park, seven stations along University Avenue, and five stations within the State Capitol area and downtown St. Paul. The Busway/BRT Alternative would follow the same route as the LRT Alternative. The bus facility would be accessed via four stations in downtown Minneapolis, five stations within the university and Prospect Park, seven stations along University Avenue, and six stations within the State Capitol area and downtown St. Paul. Capital costs for the LRT and Busway/BRT alternatives are estimated at $840 million and $241 million, respectively, in 2008 dollars. Annual 2020 operating costs for the Baseline, LRT, and Busway/BRT alternatives are estimated at $90. million, $97.2 million, and $94.0 million, respectively. POSITIVE IMPACTS: By providing connecting the downtown areas and providing access from all major points in between, the LRT or Busway/BRT facility would promote economic opportunity and investment in the metropolitan area, enhance community cohesion and connectivity and the residential and commercial environments, and improve transportation and mobility regionally. The emission of transportation-related air pollutants within the study area would decline somewhat under either action alternatives. NEGATIVE IMPACTS: The LRT and Busway/BRT alternatives would result in some loss of vegetation and the associated wildlife habitat, Construction activities would result in degradation of groundwater resources in the short-term due to dewatering. Noise generated during systems operation would exceed federal standards in the vicinity of 12 sensitive receptor sites under the LRT Alternative and 113 such sites under the Busway/BRT Alternative. Construction workers would encounter seven hazardous waste sites under the Busway/BRT alternative and 10 such sites under the LRT Alternative. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.) JF - EPA number: 060147, 518 pages, April 14, 2006 PY - 2006 KW - Roads and Railroads KW - Air Quality KW - Cost Assessments KW - Hazardous Wastes KW - Health Hazard Analyses KW - Motor Vehicles KW - Noise Assessments KW - Noise Standards Violations KW - Rapid Transit Systems KW - Traffic Analyses KW - Transportation KW - Vegetation KW - Water Quality KW - Wildlife Habitat KW - Minnesota KW - Federal Transit Law, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36350227?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-04-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+CORRIDOR+PROJECT%2C+BETWEEN+DOWNTOWN+MINNEAPOLIS+AND+DOWNTOWN+ST.+PAUL%2C+MINNESOTA.&rft.title=CENTRAL+CORRIDOR+PROJECT%2C+BETWEEN+DOWNTOWN+MINNEAPOLIS+AND+DOWNTOWN+ST.+PAUL%2C+MINNESOTA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, St. Paul, Minnesota; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Draft. Preparation date: April 14, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 31, PLYMOUTH TO SOUTH BEND, US 30 TO US 20, MARSHALL AND ST. JOSEPH COUNTIES, INDIANA. AN - 36345287; 12017 AB - PURPOSE: The improvement of US 31 between US 30 in Plymouth and the southern junction of US 31 and US 20 in South Bend, Marshall and St. Joseph counties, Indiana is proposed. The US 31 improvement corridor extends approximately 20 miles. The communities of LaPaz, Lakeville, and the south edge of South Bend lie within the limits of the project study area. Due to the fact that US 30 and US 20 have been functionally classified as principal arterials within the National Highway System and as Statewide Mobility Corridors in the Indiana Department of Transportation 2000-2005 Long Range Plan, they serve as logical termini for examining the need to improve this portion of US 31. Additionally, US 30 constitutes a major carrier of east-west traffic and is a logical origin and destination point for through traffic on US 31. US 20 represents the last major east-west arterial within the study corridor, and US 31 follows the US 20 Bypass to the west while Old US 31 continues northward from the US 31/US20 interchange into the South Bend Metropolitan Area. Numerous segments along the study corridor operate at less than satisfactory levels of service and, by the year 2030, nearly all segments of US 31 will operate at unacceptable levels of service. Projected accident rates for numerous segments along US 31 exceed state averages significantly. In addition to non-freeway alternatives and a No Action Alternative, all of which fail to address the problems within the study corridor, this final EIS then addresses 11 first-phase freeway alternatives. The freeway alternatives were further refined to generate 10 alternatives, which are either first-phase alternatives or subsets of first-phase alternatives. Four freeway alternatives are considered in detail. Regardless of the alternative chosen, the freeway would be fully access controlled via six or seven interchanges, 10 or 11 grade separation structures, and one grade separated railroad crossing. Estimated costs of the alternatives considered in detail range from $324.7 million to $378.43 million. Estimated cost of the preferred alternative is $371.0 million to $378.3 million. POSITIVE IMPACTS: The project would reduce congestion and enhance safety on US 31 within the study corridor. The capacity of an important north-south connector to east-west arterials would be increased significantly. NEGATIVE IMPACTS: Development of 1,061 acres of new rights-of-way under the preferred alternative would result in the displacement of 537 acres of agricultural land, 23 acres of commercial land, two acres of church property, 53 acres of herbaceous cover, less than one acre of open water, four acres of pasture, 82 acres of residential land, 37 acres of scrub/shrub habitat, 96 acres of wetland and non-wetland forest, and 29.93 acres of wetlands. The project would also indirectly impact 45 acres of farmland, three acres of wetlands, and 105 acres of forested land. The project would require the displacement of 131 residences, 39 businesses, and one church. Thirteen remaining businesses operations would be damaged. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0342D, Volume 28, Number 3. JF - EPA number: 060144, Final EIS--587 pages, Appendices--892 pages and maps, CD-ROM, April 14, 2006 PY - 2006 KW - Roads and Railroads KW - Archaeological Sites Surveys KW - Farmlands KW - Forests KW - Highways KW - Highway Structures KW - Noise Assessments KW - Railroad Structures KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Soils Surveys KW - Transportation KW - Vegetation KW - Vegetation Surveys KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Indiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36345287?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-04-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+31%2C+PLYMOUTH+TO+SOUTH+BEND%2C+US+30+TO+US+20%2C+MARSHALL+AND+ST.+JOSEPH+COUNTIES%2C+INDIANA.&rft.title=US+31%2C+PLYMOUTH+TO+SOUTH+BEND%2C+US+30+TO+US+20%2C+MARSHALL+AND+ST.+JOSEPH+COUNTIES%2C+INDIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: April 14, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - U.S. 24, NAPOLEON TO TOLEDO, OHIO. AN - 36340328; 12006 AB - PURPOSE: The upgrading of 23.1 miles of existing US 24 to a four-lane controlled-access expressway or a freeway between Napoleon and Toledo in Ohio is proposed. US 24 is a major northeast-southwest transportation corridor through the Midwest; the highway links the industrial and agricultural areas of central and northern Indiana and northwestern Ohio with the interstate highway system at Toledo, connecting to Interstate 80/90 (I-80/90) eastward to Cleveland and the east coast and westward to Chicago and to I-75, providing direct access to the north to Detroit and Ontario, Canada. The two-lane section of US 24 extending from Napoleon to Toledo suffers from congestion and safety hazards due to inadequate capacity. The facility does not meet current design criteria for travel lane widths, shoulders, roadway geometrics, sight distances, and travel speed. A total of 23 build alternatives were considered during the EIS development process, including two alternatives that follow the existing US 24 corridor alignment, 20 alternatives located partly or entirely on new alignment, and a No-Build Alternative. The preferred build alternative would provide for a four-lane expressway design. The facility would include four signalized at-grade intersections and one grade-separated interchange. Cost of the preferred alternative is estimated at $178.9 million. POSITIVE IMPACTS: The upgraded facility would significantly improve regional northeast-southwest access as well as local traffic movements in the vicinity of Napoleon and Toledo. Safety on the facility would be significantly enhanced, and travel times would decline greatly. NEGATIVE IMPACTS: Development of 1,122 acres of new rights-of-way would result in the displacement of 36 residences, 916 acres of farmland, 47.4 acres of woodland, 1.7 acres of wetlands, and 7.4 acres of floodplain. The facility would traverse 25 streams, requiring the realignment of 12,820 linear feet of channel. Oak openings would be lost at five locations, and habitat for federally protected species would also be lost or altered at five locations. Traffic generated noise levels would exceed federal standards in the vicinity of 46 sensitive receptor sites. One historic site would be affected. The new highway would remove access via overpasses at nine intersections, five more than the draft EIS preferred alternative. Construction workers would encounter two hazardous materials sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0229D, Volume 29, Number 2. JF - EPA number: 060135, Final EIS--272 pages and maps, Appendix--198 pages, April 12, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-OH-EIS-04-02-D KW - Cultural Resources Surveys KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Safety KW - Streams KW - Transportation KW - Wetlands KW - Ohio KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES 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/36340328?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-04-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=U.S.+24%2C+NAPOLEON+TO+TOLEDO%2C+OHIO.&rft.title=U.S.+24%2C+NAPOLEON+TO+TOLEDO%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbus, Ohio; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: April 12, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - COACHELLA VALLEY MULTIPLE SPECIES HABITAT CONSERVATION PLAN AND ASSOCIATED NATURAL COMMUNITY PLAN AND SANTA ROSA AND SAN JOACINITO MOUNTAINS TRAILS PLAN, RIVERSIDE COUNTY, CALIFORNIA. AN - 16366538; 12009 AB - PURPOSE: The implementation of a multi-species habitat conservation plan, an associated natural community conservation, and a trails plans for the Santa Rosa and San Jacinto Mountains are proposed in Riverside County, California. The Coachella Valley s 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 multi-species 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 725,780 acres of existing public and private conservation lands and the acquisition and/or management of 187,780 acres of additional conservation lands. 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. Six Alternatives, including a No Action Alternative, are considered in this draft EIS. The preferred alternative (Alternative A) would seek commitments by local, state, and federal agencies to implement the multi-species 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 multi-species 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 abstract of the draft EIS, see 05-0199D, Volume 29, Number 2. JF - EPA number: 060134, Volume 1--2,201 pages, Volume 2--89 pages, Volume 3--921 pages and maps, Volume 4a--682 pages, Volume 4b--661 pages, April 11, 2006 PY - 2006 KW - Parks, Refuges and Forests KW - Agency number: FES 06-04 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 - Land Use 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/16366538?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-04-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COACHELLA+VALLEY+MULTIPLE+SPECIES+HABITAT+CONSERVATION+PLAN+AND+ASSOCIATED+NATURAL+COMMUNITY+PLAN+AND+SANTA+ROSA+AND+SAN+JOACINITO+MOUNTAINS+TRAILS+PLAN%2C+RIVERSIDE+COUNTY%2C+CALIFORNIA.&rft.title=COACHELLA+VALLEY+MULTIPLE+SPECIES+HABITAT+CONSERVATION+PLAN+AND+ASSOCIATED+NATURAL+COMMUNITY+PLAN+AND+SANTA+ROSA+AND+SAN+JOACINITO+MOUNTAINS+TRAILS+PLAN%2C+RIVERSIDE+COUNTY%2C+CALIFORNIA.&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 - 2006-10-01 N1 - SuppNotes - Final. Preparation date: April 11, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ROUTE LOCATION ADOPTION AND CONSTRUCTION OF STATE ROUTE 905 BETWEEN THE OTAY MESA PORT OF ENTRY AND INTERSTATE 805 IN THE COUNTY OF SAN DIEGO, CALIFORNIA. AN - 16369841; 12002 AB - PURPOSE: The construction of a six-lane, mixed-flow, controlled access freeway or toll way, to be designated State Route (SR) 905 to connect Otay Mesa Point of Entry and Interstate 805 (I-805) in San Diego County, California is proposed. The corridor constitutes an important transportation route for goods and services between the United States and Mexico. Sufficient rights-of-way for a wider than usual median would be purchased to allow for the addition of two high-occupancy-vehicle lanes in the future, though not during the 20-year design horizon of the project. Seven alternatives, including a No-Build Alternative, are considered in this final EIS. Three toll way and three freeway alignment alternatives are addressed. The 6.2-mile facility would include five local interchanges, one each at Caliente Avenue, Heritage Road, Britannia Boulevard, and La Media Road. In addition, a freeway-to-freeway interchange would be provided at Route 125. The preferred alternation (Freeway Central Alignment) would begin at the Route 905/I-805 interchange and proceed eastward to the Point of Entry. Cost of the preferred alternative is estimated at $309 million. POSITIVE IMPACTS: The facility would improve access to and from the Point of Entry and to relieve traffic congestion along with existing Otay Mesa Road corridor. The new highway would complete SR 905, improve mobility and safety, and accommodate anticipated increases in this border trade corridor. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of one residence and three businesses, four acres of prime farmland, 469 acres of farmland of local or statewide importance, and 88.3 acres of farmland in active use, as well as small areas of various types of wildlife habitat, including wetland habitat and habitat for federally protected species. The project would have a minor impact on community cohesion. Noise levels of exceed federal standards at numerous residential receptor locations. Hazardous waste sites would be encountered during construction. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft EIS and a previous publication of the final EIS, see 01-0453D, Volume 25, Number 4 and 05-0222F, Volume 29, Number 2, respectively. JF - EPA number: 060130, 465 pages and maps, April 7, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-01-03-F KW - Farmlands KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16369841?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-04-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+LOCATION+ADOPTION+AND+CONSTRUCTION+OF+STATE+ROUTE+905+BETWEEN+THE+OTAY+MESA+PORT+OF+ENTRY+AND+INTERSTATE+805+IN+THE+COUNTY+OF+SAN+DIEGO%2C+CALIFORNIA.&rft.title=ROUTE+LOCATION+ADOPTION+AND+CONSTRUCTION+OF+STATE+ROUTE+905+BETWEEN+THE+OTAY+MESA+PORT+OF+ENTRY+AND+INTERSTATE+805+IN+THE+COUNTY+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 - 2006-10-01 N1 - SuppNotes - Final. Preparation date: April 7, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - BROWNS PARK ROAD, FROM RED CREEK TO COLORADO STATE LINE, DAGGETT COUNTY, UTAH. AN - 16361555; 12000 AB - PURPOSE: The reconstruction and partial realignment of Browns Park Road from Red Creek in Daggett County in Utah to the Utah/Colorado line at Colorado Route 318 are proposed. The newly paved highway, which is currently a maintained gravel road, would extend 16 to 16.8 miles. Three alternatives, including a No Action Alternative, in this final EIS. The action alternatives would fail to conform with the resource management plan of the Bureau of Land Management for the Diamond Mountain Resource Area, requiring an amendment to the plan to provide for the new transportation corridor and for visual resource considerations. The proposed new facility would be 30 feet wide, providing two lanes and allowing for a 30- to 40-mile-per-hour design speed. Rights-of-way would be approximately 100 feet wide. Action Alternative A, which is the preferred alternative, would generally following the existing Browns Park Road, excepting the Jesse Ewing Canyon portion that would be routed to the west to lengthen the road course, reduce grades, and generally provide a safer travel route; this is the locally preferred alternative. Alternative B would generally follow the existing alignment, excepting the Jesse Ewing Canyon section, where the road would provide for a 12-percent grade and swing further east and west from the existing alignment to lengthen the course and lessen the grade. Estimated costs of alternatives A and B are 17.1 million and $21.0 million, respectively. POSITIVE IMPACTS: The project would provide a safer, more efficient transportation facility that would comply with American Association of State Highway and State Officials standards. The new facility would connect logical termini by linking a currently paved portion of Browns Park Road in Utah, which junctions with US 919 near the Utah-Wyoming border, to Colorado State Route 318. The road would improve access to recreational, agricultural, and commercial developments in the Green River and Flaming Gorge from areas in Utah, Colorado, and Wyoming. NEGATIVE IMPACTS: Depending on the action alternative considered, the project would disturb 203 to 218 acres during construction, though only 180.6 to 195.8 acres would lie within the permanent rights-of-way; 58 to 61 acres, all of which provides wildlife habitat for deer and grouse, would not be reclaimed. The project would displace 0.29 acre of wetland at Willow Creek and require filling of 5,980 to 6,120 linear feet of ephemeral channel and possibly 1,900 linear feet of intermittent channel. The Green River would lose 243 acre-feet of water (0.02 percent of the average flow) over the life of the project. Five to six grazing allotments would lose some forage production capacity. Vandalism potential at three historic and three prehistoric sites would increase somewhat. The project would degrade visual resources and otherwise impact the recreational experience along the corridor, which includes the Green River, included in the National System of Wild and Scenic Rivers. Traffic noise would increase somewhat. LEGAL MANDATES: Federal Land Policy and Management Act of 1976 (43 U.S.C. 1701 et seq.) and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0238D, Volume 29, Number 2. JF - EPA number: 060128, 667 pages and maps, April 7, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-04-02-F KW - Archaeological Sites KW - Cultural Resources Assessments KW - Farmlands KW - Grazing KW - Highways KW - Historic Sites KW - Livestock KW - Noise KW - Reclamation KW - Recreation Resources KW - Roads KW - Safety KW - Soils Surveys KW - Streams KW - Transportation KW - Wetlands KW - Wild and Scenic Rivers KW - Colorado KW - Utah KW - Federal Land Policy and Management Act of 1976, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16361555?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-04-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BROWNS+PARK+ROAD%2C+FROM+RED+CREEK+TO+COLORADO+STATE+LINE%2C+DAGGETT+COUNTY%2C+UTAH.&rft.title=BROWNS+PARK+ROAD%2C+FROM+RED+CREEK+TO+COLORADO+STATE+LINE%2C+DAGGETT+COUNTY%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: April 7, 2006 N1 - Last updated - 2014-01-30 ER - TY - CPAPER T1 - An Evaluation of Horizontal Membrane Barriers in Controlling Longitudinal Cracking T2 - Fourth International Conference on Unsaturated Soils AN - 40028592; 4207688 JF - Fourth International Conference on Unsaturated Soils AU - Nevels Jr, James B Y1 - 2006/04/02/ PY - 2006 DA - 2006 Apr 02 KW - Membranes KW - Barriers UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40028592?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=Fourth+International+Conference+on+Unsaturated+Soils&rft.atitle=An+Evaluation+of+Horizontal+Membrane+Barriers+in+Controlling+Longitudinal+Cracking&rft.au=Nevels+Jr%2C+James+B&rft.aulast=Nevels+Jr&rft.aufirst=James&rft.date=2006-04-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=Fourth+International+Conference+on+Unsaturated+Soils&rft.issn=&rft_id=info:doi/ L2 - http://www.asce.org/conferences/unsat06/program.cfm?data=track&trackid =all LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Timely and Accurate Subsurface Characterization for Transportation Applications through Seismic Tomography T2 - 19th Annual Symposium on the Application of Geophysics to Engineering and Environmental Problems (SAGEEP 2006) AN - 39946345; 4216047 JF - 19th Annual Symposium on the Application of Geophysics to Engineering and Environmental Problems (SAGEEP 2006) AU - Haramy, Khamis Y1 - 2006/04/02/ PY - 2006 DA - 2006 Apr 02 KW - Transportation KW - Tomography UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39946345?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=19th+Annual+Symposium+on+the+Application+of+Geophysics+to+Engineering+and+Environmental+Problems+%28SAGEEP+2006%29&rft.atitle=Timely+and+Accurate+Subsurface+Characterization+for+Transportation+Applications+through+Seismic+Tomography&rft.au=Haramy%2C+Khamis&rft.aulast=Haramy&rft.aufirst=Khamis&rft.date=2006-04-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=19th+Annual+Symposium+on+the+Application+of+Geophysics+to+Engineering+and+Environmental+Problems+%28SAGEEP+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://www.eegs.org/pdf_files/sageep_program_full.pdf LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - JOUR T1 - The "Next Generation of Ground Motion Attenuation Models" (NGA) Project; an overview AN - 51543235; 2006-072482 JF - Seismological Research Letters AU - Power, M AU - Chiou, Brian AU - Abrahamson, N AU - Roblee, Cliff AU - Prentice, Carol AU - Ellsworth, William AU - Hellweg, Peggy Y1 - 2006/04// PY - 2006 DA - April 2006 SP - 235 PB - Seismological Society of America, El Cerrito, CA VL - 77 IS - 2 SN - 0895-0695, 0895-0695 KW - models KW - soil mechanics KW - programs KW - attenuation KW - technology KW - ground motion KW - seismic response KW - research KW - earthquakes KW - 30:Engineering geology KW - 19:Seismology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51543235?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Seismological+Research+Letters&rft.atitle=The+%22Next+Generation+of+Ground+Motion+Attenuation+Models%22+%28NGA%29+Project%3B+an+overview&rft.au=Power%2C+M%3BChiou%2C+Brian%3BAbrahamson%2C+N%3BRoblee%2C+Cliff%3BPrentice%2C+Carol%3BEllsworth%2C+William%3BHellweg%2C+Peggy&rft.aulast=Power&rft.aufirst=M&rft.date=2006-04-01&rft.volume=77&rft.issue=2&rft.spage=235&rft.isbn=&rft.btitle=&rft.title=Seismological+Research+Letters&rft.issn=08950695&rft_id=info:doi/ L2 - http://srl.geoscienceworld.org/ LA - English DB - GeoRef N1 - Conference title - 2006 Annual meeting, Seismological Society of America; 100th anniversary earthquake conference N1 - Copyright - GeoRef, Copyright 2016, American Geosciences Institute. N1 - Date revised - 2006-01-01 N1 - PubXState - CA N1 - Last updated - 2016-10-25 N1 - SubjectsTermNotLitGenreText - attenuation; earthquakes; ground motion; models; programs; research; seismic response; soil mechanics; technology ER - TY - JOUR T1 - PEER-NGA empirical ground motion model for horizontal spectral accelerations from earthquakes in active tectonic regions AN - 51542082; 2006-072484 JF - Seismological Research Letters AU - Chiou, Brian AU - Youngs, R AU - Prentice, Carol AU - Ellsworth, William AU - Hellweg, Peggy Y1 - 2006/04// PY - 2006 DA - April 2006 SP - 235 PB - Seismological Society of America, El Cerrito, CA VL - 77 IS - 2 SN - 0895-0695, 0895-0695 KW - soil mechanics KW - neotectonics KW - seismicity KW - magnitude KW - ground motion KW - acceleration KW - tectonics KW - seismic response KW - earthquakes KW - seismotectonics KW - 30:Engineering geology KW - 19:Seismology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51542082?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Seismological+Research+Letters&rft.atitle=PEER-NGA+empirical+ground+motion+model+for+horizontal+spectral+accelerations+from+earthquakes+in+active+tectonic+regions&rft.au=Chiou%2C+Brian%3BYoungs%2C+R%3BPrentice%2C+Carol%3BEllsworth%2C+William%3BHellweg%2C+Peggy&rft.aulast=Chiou&rft.aufirst=Brian&rft.date=2006-04-01&rft.volume=77&rft.issue=2&rft.spage=235&rft.isbn=&rft.btitle=&rft.title=Seismological+Research+Letters&rft.issn=08950695&rft_id=info:doi/ L2 - http://srl.geoscienceworld.org/ LA - English DB - GeoRef N1 - Conference title - 2006 Annual meeting, Seismological Society of America; 100th anniversary earthquake conference N1 - Copyright - GeoRef, Copyright 2016, American Geosciences Institute. N1 - Date revised - 2006-01-01 N1 - PubXState - CA N1 - Last updated - 2016-10-25 N1 - SubjectsTermNotLitGenreText - acceleration; earthquakes; ground motion; magnitude; neotectonics; seismic response; seismicity; seismotectonics; soil mechanics; tectonics ER - TY - JOUR T1 - Influence of torque on lateral capacity of drilled shafts in sands AN - 51530560; 2006-085176 AB - As a result of recent changes in the requirements involving hurricane extreme events (e.g., wind velocities), the Florida Department of Transportation has moved away from cable-stayed signs, signals, and lights systems to mast arm/pole structures. Unfortunately, the newer systems develop significant lateral and torque loading on their foundations (e.g., drilled shafts). Current design practice for a mast arm/pole foundation is to treat lateral loading and torsion separately (i.e., uncoupled); however, recent field-testing suggests otherwise. This paper reports on the results of 91 centrifuge tests. 54 of the tests were conducted in dry sand and 37, in saturated sands. The tests varied the lateral load to torque ratios, shaft embedment depths, and soil strengths. The experiments revealed that even though the torsional resistances of the shafts were not influenced by lateral load, the shafts' lateral resistance was significantly impacted by torsion. Reductions in lateral resistance of 50% were recorded for shafts under high torque to lateral load ratios. Using the free earth support assumption and the ultimate soil pressure the soil pressure distribution along the shaft was developed. Using force and moment equilibrium, as well as the applied torque, maximum shear, and moments were computed. The predicted values were found to be within 25% (10% on average, except for the tests in saturated dense sand with polymer slurry) of the experimental results. JF - Journal of Geotechnical and Geoenvironmental Engineering AU - Hu, Zhihong AU - McVay, Michael AU - Bloomquist, David AU - Herrera, Rodrigo AU - Lai, Peter Y1 - 2006/04// PY - 2006 DA - April 2006 SP - 456 EP - 464 PB - American Society of Civil Engineers, New York, NY VL - 132 IS - 4 SN - 1090-0241, 1090-0241 KW - sand KW - earth pressure KW - bentonite KW - clastic sediments KW - loading KW - stability KW - prediction KW - torque KW - deformation KW - structures KW - foundations KW - soil-structure interface KW - sedimentary rocks KW - centrifuge methods KW - slurries KW - shear KW - sediments KW - testing KW - drilling KW - clastic rocks KW - lateral loading KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51530560?accountid=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+Geotechnical+and+Geoenvironmental+Engineering&rft.atitle=Influence+of+torque+on+lateral+capacity+of+drilled+shafts+in+sands&rft.au=Hu%2C+Zhihong%3BMcVay%2C+Michael%3BBloomquist%2C+David%3BHerrera%2C+Rodrigo%3BLai%2C+Peter&rft.aulast=Hu&rft.aufirst=Zhihong&rft.date=2006-04-01&rft.volume=132&rft.issue=4&rft.spage=456&rft.isbn=&rft.btitle=&rft.title=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.issn=10900241&rft_id=info:doi/10.1061%28ASCE%291090-0241%282006%29132%3A4%28456%29 L2 - http://scitation.aip.org/gto LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2006-01-01 N1 - Number of references - 13 N1 - PubXState - NY N1 - Document feature - illus. incl. 6 tables N1 - Last updated - 2012-06-07 N1 - CODEN - JGENDZ N1 - SubjectsTermNotLitGenreText - bentonite; centrifuge methods; clastic rocks; clastic sediments; deformation; drilling; earth pressure; foundations; lateral loading; loading; prediction; sand; sedimentary rocks; sediments; shear; slurries; soil-structure interface; stability; structures; testing; torque DO - http://dx.doi.org/10.1061(ASCE)1090-0241(2006)132:4(456) ER - TY - JOUR T1 - Is rock design an art or science? AN - 51415746; 2007-070334 AB - A majority of Ohio's highways were constructed before 1972 and many involved the construction of the roadways through rock cuts. Aging of these rock faces has resulted in their gradual degradation and a subsequent increase of rockfall incidence. At the same time, traffic has steadily increased requiring additional expansion of these roadways and the construction of new corridors. There is a need to redesign many of the existing rock slopes throughout Ohio. And, many of the major highway construction projects require the design of entirely new rock cuts. Previously, ODOT had not established a standard method for the design of rock slopes. This year, ODOT will issue a new geotechnical bulletin and a revised Specifications for Subsurface Investigations manual to provide technical guidance to ODOT's engineering geologists, geotechnical engineers, and its consultants for the investigation and design of rock cut slopes. JF - Abstracts with Programs - Geological Society of America AU - Beach, Kirk D AU - Geiger, Gene AU - Anonymous Y1 - 2006/04// PY - 2006 DA - April 2006 SP - 60 PB - Geological Society of America (GSA), Boulder, CO VL - 38 IS - 4 SN - 0016-7592, 0016-7592 KW - United States KW - rockfalls KW - geologic hazards KW - mass movements KW - roadcuts KW - slope stability KW - construction KW - roads KW - design KW - Ohio KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51415746?accountid=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=Is+rock+design+an+art+or+science%3F&rft.au=Beach%2C+Kirk+D%3BGeiger%2C+Gene%3BAnonymous&rft.aulast=Beach&rft.aufirst=Kirk&rft.date=2006-04-01&rft.volume=38&rft.issue=4&rft.spage=60&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, North-Central Section, 40th 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 - 2007-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - construction; design; geologic hazards; mass movements; Ohio; roadcuts; roads; rockfalls; slope stability; United States ER - TY - JOUR T1 - The U. S. Highway 151 project; challenges of building a modern superhighway through an old mining district AN - 51415685; 2007-070339 AB - A five-year project to rebuild U.S. Highway 151 into a 4-lane highway through the Driftless Area of southwest Wisconsin was completed in 2005. The road followed a new alignment that required interchanges for bypassed communities and involved extensive rockcuts and multiple bridge structures. A major concern from the planning stage was that many of the proposed cuts, some exceeding 100 feet high, were within the historic Upper Mississippi Valley lead-zinc mining district. Detailed section-scale maps showing zinc mine workings (1900-1978 ) and areas of early shallow lead diggings (mid nineteenth century) only existed hand drafted on linen. These maps were scanned and georeferenced, and incorporated into a regional GIS that greatly aided identification of mined areas. Early concerns were that excavation would intersect workings, but it was soon found that altered and mineralized rock in areas marked by extensive lead diggings was the source of foundation and cut stability problems. The GIS allowed identification of potential problem areas in time to modify designs before the next construction season, resulting in considerable cost saving. The completed cuts, the highest and longest in Wisconsin, provide an excellent cross section of the Early and Middle Ordovician rocks of the region. Examples of pitch-and- flat structures and veins associated with the lead-zinc mineralization are exposed, along with previously unknown examples of structures attributed to collapse of karst features within the Prairie du Chien Group. Collapse events apparently occurred over a significant time interval as the overlying St. Peter, Platteville, and Galena Formations were being deposited. JF - Abstracts with Programs - Geological Society of America AU - Reid, Daniel D AU - Brown, Bruce A AU - Czechanski, Michael L AU - Anonymous Y1 - 2006/04// PY - 2006 DA - April 2006 SP - 61 PB - Geological Society of America (GSA), Boulder, CO VL - 38 IS - 4 SN - 0016-7592, 0016-7592 KW - United States KW - Upper Mississippi Valley KW - Mississippi Valley KW - Middle Ordovician KW - karst KW - excavations KW - Ordovician KW - geographic information systems KW - southwestern Wisconsin KW - Wisconsin KW - Saint Peter Sandstone KW - bridges KW - construction KW - lead ores KW - Paleozoic KW - zinc ores KW - roadcuts KW - cost KW - Driftless Area KW - planning KW - Platteville Formation KW - identification KW - Lower Ordovician KW - metal ores KW - information systems KW - lead-zinc deposits KW - roads KW - Prairie du Chien Group KW - Galena Dolomite KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51415685?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Abstracts+with+Programs+-+Geological+Society+of+America&rft.atitle=The+U.+S.+Highway+151+project%3B+challenges+of+building+a+modern+superhighway+through+an+old+mining+district&rft.au=Reid%2C+Daniel+D%3BBrown%2C+Bruce+A%3BCzechanski%2C+Michael+L%3BAnonymous&rft.aulast=Reid&rft.aufirst=Daniel&rft.date=2006-04-01&rft.volume=38&rft.issue=4&rft.spage=61&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, North-Central Section, 40th 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 - 2007-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - bridges; construction; cost; Driftless Area; excavations; Galena Dolomite; geographic information systems; identification; information systems; karst; lead ores; lead-zinc deposits; Lower Ordovician; metal ores; Middle Ordovician; Mississippi Valley; Ordovician; Paleozoic; planning; Platteville Formation; Prairie du Chien Group; roadcuts; roads; Saint Peter Sandstone; southwestern Wisconsin; United States; Upper Mississippi Valley; Wisconsin; zinc ores ER - TY - JOUR T1 - An overview of the NGS strong-motion dataset AN - 51116389; 2006-085164 JF - Seismological Research Letters AU - Darragh, R AU - Silva, W AU - Chiou, Brian AU - Prentice, Carol AU - Ellsworth, William AU - Hellweg, Peggy Y1 - 2006/04// PY - 2006 DA - April 2006 SP - 324 PB - Seismological Society of America, El Cerrito, CA VL - 77 IS - 2 SN - 0895-0695, 0895-0695 KW - geologic hazards KW - information management KW - data management KW - strong motion KW - seismic risk KW - ground motion KW - risk assessment KW - tectonics KW - earthquakes KW - seismotectonics KW - faults KW - crust KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51116389?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Seismological+Research+Letters&rft.atitle=An+overview+of+the+NGS+strong-motion+dataset&rft.au=Darragh%2C+R%3BSilva%2C+W%3BChiou%2C+Brian%3BPrentice%2C+Carol%3BEllsworth%2C+William%3BHellweg%2C+Peggy&rft.aulast=Darragh&rft.aufirst=R&rft.date=2006-04-01&rft.volume=77&rft.issue=2&rft.spage=324&rft.isbn=&rft.btitle=&rft.title=Seismological+Research+Letters&rft.issn=08950695&rft_id=info:doi/ L2 - http://srl.geoscienceworld.org/ LA - English DB - GeoRef N1 - Conference title - 2006 Annual meeting, Seismological Society of America; 100th anniversary conference N1 - Copyright - GeoRef, Copyright 2016, American Geosciences Institute. N1 - Date revised - 2006-01-01 N1 - PubXState - CA N1 - Last updated - 2016-10-25 N1 - CODEN - EAQNAT N1 - SubjectsTermNotLitGenreText - crust; data management; earthquakes; faults; geologic hazards; ground motion; information management; risk assessment; seismic risk; seismotectonics; strong motion; tectonics ER - TY - JOUR T1 - Significant landslides in Cincinnati, Ohio; their influence on the passage and implementation of grading regulations and stabilization programs AN - 50271803; 2007-070402 AB - In their "National Landslide Hazard Mitigation Strategy", the U.S. Geological Survey states that Cincinnati, Ohio is a leader in landslide loss reduction measures. The USGS cites the City's passage of its excavation and fill ordinance in 1974 and the creation of a geotechnical office in 1989 as reasons for their bestowment of this title. This status of "leader" only came after the occurrence of a numerous landslides several of which were instrumental in the development, passage and implementation of grading regulations and a stabilization program. Landslides have been relatively common in Cincinnati, Ohio since at least the mid 1800's. Photographs as recent as 1930 and as far back as 1848 show barren hillsides, stripped of vegetation. Although written accounts of 19th Century landslides are sparse, landslide scars are clearly visible in historic photographs of the hillsides. The first widely known published account of a landslide was Otto Von Schlichten's 1935 description of a massive landslide that occurred on the west side of Cincinnati in 1926. City transportation projects, such as Columbia Parkway and the Warsaw-Woldvogel Viaduct, initiated several large landslides throughout the 1930s, 40s and 50s. It was not until the mid 1960s, when private development began to surge uncontrollably onto the hillsides did City officials recognize the need for regulation to prevent unstable conditions. The proposed regulations for hillside development were not without opposition and the initial enthusiasm soon waned during a period in which landsliding was relatively infrequent. Above normal precipitation in the spring of 1972 and 1973 initiated a dramatic increase in landslide activity and renewed interest in grading regulations. Significant landslide activity, including the Mt. Adams landslide triggered by excavation for I471 ramp construction, continued throughout 1973 and 1974. The occurrence of these landslides, spurred the passage of the Excavation and Fill Ordinance in October of 1974. Continued landslide activity throughout the 1970s prompted the development of a Landslide Susceptibility Map in 1979. Emergency repairs of landslide, which disrupted the City's Infrastructure, was ongoing throughout the 1980s which resulted in the establishment of a geotechnical office and a landslide correction program in 1989. JF - Abstracts with Programs - Geological Society of America AU - Pohana, Richard E AU - Anonymous Y1 - 2006/04// PY - 2006 DA - April 2006 SP - 70 PB - Geological Society of America (GSA), Boulder, CO VL - 38 IS - 4 SN - 0016-7592, 0016-7592 KW - United States KW - stabilization KW - regulations KW - grading KW - vegetation KW - excavations KW - history KW - landslides KW - mitigation KW - Hamilton County Ohio KW - mass movements KW - Cincinnati Ohio KW - corrections KW - roads KW - Ohio KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50271803?accountid=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=Significant+landslides+in+Cincinnati%2C+Ohio%3B+their+influence+on+the+passage+and+implementation+of+grading+regulations+and+stabilization+programs&rft.au=Pohana%2C+Richard+E%3BAnonymous&rft.aulast=Pohana&rft.aufirst=Richard&rft.date=2006-04-01&rft.volume=38&rft.issue=4&rft.spage=70&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, North-Central Section, 40th 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 - 2007-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - Cincinnati Ohio; corrections; excavations; grading; Hamilton County Ohio; history; landslides; mass movements; mitigation; Ohio; regulations; roads; stabilization; United States; vegetation ER - TY - RPRT T1 - CAPITAL BELTWAY STUDY, FROM I-95/I-395/I-495 INTERCHANGE TO AMERICAN LEGION BRIDGE, FAIRFAX COUNTY, VIRGINIA. AN - 16356890; 12026 AB - PURPOSE: The improvement of a 14-mile section of Interstate 495 (I-495), also known as the Capital Beltway, in Fairfax County, Virginia is proposed. The study corridor extends from the I-95/I-395/I-495 interchange to the American Legion Bridge. The Beltway was originally designed to serve through traffic bypassing the District of Columbia. However, since its completion in 1964, the growth of the metropolitan area and changes in travel patterns have made the Beltway an integral part of the regional transportation system. Rather than functioning as a bypass, the facility is now used primarily for travel to and from destinations within the region. The highway carries more traffic than any other road in Virginia. Six alternatives, including a No-Build Alternative, were considered in the draft EIS. This final EIS gives detailed consideration to the No-Build Alternative and the preferred alternative. The project would also include improvements to portions of roadways that intersect and connect to the Beltway via existing interchanges at Braddock Road, Little River Turnpike, Gallows Road, Arlington Boulevard, I-66, Leesburg Pike, Chain Bridge Road, Dulles Access/Toll Road, Georgetown Pike, and the George Washington Memorial Parkway. The build alternative would involve addition of varying numbers of high-occupancy vehicle lanes to the facility and options regarding the abovementioned interchange improvements. The preferred alternative would provide a 12-lane cross-section, with high-occupancy toll lanes. Rights-of-way acquisition and construction costs for the preferred alternative are estimated at $7.6 million and $891 million, respectively. POSITIVE IMPACTS: The project would provide for safer and more efficient travel on this circumferential route around the District of Columbia and complete the regional HOV network. Modifications to connecting and intersecting roadways would integrate the proposed Beltway and interchange improvements with existing or planned roadway designs and traffic patterns. The project would decrease cut-though traffic in local communities adjacent to the affected section of the Beltway. Air quality within the corridor would improve significantly. NEGATIVE IMPACTS: The preferred alternative would require 153 acres of new rights-of-way, displacing three, 2.5 acres of land within five public parks, 3.03 acres of wetlands, 4,452 linear feet of stream, and 10.4 acres of floodplain. Traffic-generated noise would exceed federal standards in the vicinity of 3,233 residential receptor sites; 2,943 residential sites would be protected by noise control barriers. 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 02-0308D, Volume 26, Number 3. JF - EPA number: 060153, Draft EIS--391 pages, Map supplement, April 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-04-05-F KW - Air Quality Assessments KW - Floodplains KW - Highways KW - Highway Structures KW - Noise Control KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Streams KW - Wetlands KW - Virginia KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Department of Transportation Act of 1966, Parks KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16356890?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CAPITAL+BELTWAY+STUDY%2C+FROM+I-95%2FI-395%2FI-495+INTERCHANGE+TO+AMERICAN+LEGION+BRIDGE%2C+FAIRFAX+COUNTY%2C+VIRGINIA.&rft.title=CAPITAL+BELTWAY+STUDY%2C+FROM+I-95%2FI-395%2FI-495+INTERCHANGE+TO+AMERICAN+LEGION+BRIDGE%2C+FAIRFAX+COUNTY%2C+VIRGINIA.&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 - 2006-10-01 N1 - SuppNotes - Final. Preparation date: April 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - COMPASS PORT LLC DEEPWATER PORT LICENSE APPLICATION: DEEPWATER PORT AND OFFSHORE PIPELINE, GULF OF MEXICO, APPROXIMATELY 11 MILES SOUTH OF DAUPHIN ISLAND, MOBILE COUNTY, ALABAMA AND ONSHORE PIPELINE, SAN PATRICIO AND NUECES COUNTIES, TEXAS. AN - 36349767; 11993 AB - PURPOSE: Issuance of a Certificate of Pubic Convenience and Necessity for the construction and operation of a liquefied natural gas (LNG) receiving, storage, and regasification facility and associated pipelines in Mobile County, Alabama is proposed. The proposed deepwater port, to be known as Compass Port, would be located in an area approximately 11 miles south of Dauphin Island in Outer Continental Shelf Lease Block Mobile 910 in water approximately 7 feet deep. Lease block Mobile 910 is adjacent to three existing shipping fairways servicing the approaches to Mobile, Alabama and Pascaboula, Mississippi. Compass Port would consist of two separate concrete gravity-based structures (GBSs) fixed to the seabed, each containing an LNG storage tank with a capacity of 150,000 cubic meters as well as platforms inter-connected by walkways to provide for carrier berthing, LNG unloading arms, low- and high-pressure pumps, vaporizers, utility systems, and crew accommodations. The facility would be able to receive LNG carriers with a capacity of up to 255,000 cubic meters and provide a nominal delivery capacity of 1.0 billion cubic feet per day of natural gas to the pipeline system, with a peak delivery capacity of 1.2 billion cubic feet per day. LNG would be stored in two separate concrete gravity-based structures with a combined capacity of 300,000 cubic meters. The offshore pipeline, extending approximately 27 miles and the onshore pipeline, extending 5.0 miles, would transport natural gas produced by the offshore LNG regasification facility to local and regional markets via existing pipelines near Coden. A 101-acre GBS structure casting basin site and a 38-acre casting basin dredged spoil disposal site at the Kiewit Offshore Services Site in San Patriciio and Nueces counties, Texas would be used for fabrication of the two GBSs. In addition to the applicant's proposal, this final EIS considers a No Action Alternative, two alternative vaporization technologies, one pipeline route alternative, and one site alternative for the GBS fabrication facility. POSITIVE IMPACTS: Compass Port would increase the national capacity for importation of natural gas into the United States, in this case for transport to the eastern U.S. Use of the existing natural gas pipeline system in southern Alabama would render the port economically efficient. Undersea port structures would constitute an artificial reef. NEGATIVE IMPACTS: Operation of the LNG facility would entail risks associated with vapor clouds and fire due to a major accidental release of gas. The LNG port would constitute a navigational impediment and vessel traffic in the area would increase somewhat. Port structures and lighting would mar the visual aesthetics for recreationists and others boating in the area. Construction, vessel operation, and GBS placement would result in short-term, minor effects of the flow of marine waters and suspension of sea flood sediments. Flow disturbances, scour, and associated turbidity resulting from the presence of the GBSs and other structures would be long-term but localized and minor. Construction activities would also affect marine mammals, sea turtles, hard bottoms, submerged aquatic vegetation, algae colonies, birds, and sensitive species. Onshore pipeline would affect 60 acres of wetlands and result in permanent loss of nine acres of forested wetlands. Development and use of the GBS fabrication facility would displace 101 acres of vegetation, including seven acres of wetland vegetation in an estuary. During fabrication site dewatering, subsidence could increase in the area. LEGAL MANDATES: Deepwater Port Act of 1974 (33 U.S.C. 1501 et seq.) and Natural Gas Act (15 U.S.C. 717 f(c)). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0307D, Volume 29, Number 3. JF - EPA number: 060121, 841 pages, CD-ROM, March 31, 2006 PY - 2006 KW - Water KW - Agency number: USCG 2004-17659 KW - Air Quality Assessments KW - Biologic Surveys KW - Coastal Zones KW - Dredging KW - Endangered Species (Animals) KW - Fires KW - Fisheries Surveys KW - Forests KW - Harbor Structures KW - Marine Mammals KW - Natural Gas KW - Navigation KW - Noise Assessments KW - Pipelines KW - Pumping Plants KW - Reefs KW - Safety KW - Storage KW - Subsidence KW - Terminal Facilities KW - Vegetation KW - Visual Resources KW - Water Quality KW - Water Quality Assessments KW - Wetlands KW - Alabama KW - Gulf of Mexico KW - Texas KW - Deepwater Port Act of 1974, Compliance KW - Natural Gas Act, Certificates of Pubic Convenience and Necessity UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349767?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-03-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COMPASS+PORT+LLC+DEEPWATER+PORT+LICENSE+APPLICATION%3A+DEEPWATER+PORT+AND+OFFSHORE+PIPELINE%2C+GULF+OF+MEXICO%2C+APPROXIMATELY+11+MILES+SOUTH+OF+DAUPHIN+ISLAND%2C+MOBILE+COUNTY%2C+ALABAMA+AND+ONSHORE+PIPELINE%2C+SAN+PATRICIO+AND+NUECES+COUNTIES%2C+TEXAS.&rft.title=COMPASS+PORT+LLC+DEEPWATER+PORT+LICENSE+APPLICATION%3A+DEEPWATER+PORT+AND+OFFSHORE+PIPELINE%2C+GULF+OF+MEXICO%2C+APPROXIMATELY+11+MILES+SOUTH+OF+DAUPHIN+ISLAND%2C+MOBILE+COUNTY%2C+ALABAMA+AND+ONSHORE+PIPELINE%2C+SAN+PATRICIO+AND+NUECES+COUNTIES%2C+TEXAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: March 31, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - CENTRAL LINK LIGHT RAIL TRANSIT PROJECT: NORTH LINK, SEATTLE, TUKWILA AND SEATAC, WASHINGTON (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 1999). AN - 16358185; 11992 AB - PURPOSE: The construction and operation of an electric light-rail transit system in the Central Puget Sound region (Seattle, Tukwila, and SeaTac) of west-central Washington are proposed by the Central Puget Sound Regional Transit Authority (Sound Transit). The light-rail system, to be known as Central Link, would operate in an exclusive and semi-exclusive right-of-way between North Seattle and the city of SeaTac. The project would constitute a component of Sound Move, the 10-year program for regional high-capacity transportation. Issues addressed in the final EIS of November 1999 included those related to land use and economic development, displacement and relocation, neighborhoods and environmental justice, visual and aesthetic resources, air quality, noise and vibration, ecosystems, water quality and hydrology, energy use, geology and soils, hazardous materials, electromagnetic radiation, public services, utilities, historic and archaeologic sites, parklands, construction impacts, and cumulative impacts. Alternatives considered included a No-Build Alternative, two light-rail length alternatives, 24 rail route alternatives, 61 station options, and three alternative maintenance base sites. With 24 to 29 miles of light-rail line, the corridor is divided into six geographic segments, including: Segment A - Northgate to University District; Segment B - University District to Westlake Station; Segment C - Westlake Station to South McClellan Street; Segment D - South McClellan Street to Boeing Access, Segment E - Tukwila; and Segment F - SeaTac. For each segment, two to five route alternatives were considered. The segment alternatives would be linked to create a complete, operable light-rail system. System length alternatives would extend from the city of SeaTac, just south of Seattle-Tacoma (SeaTac) International Airport, to either Northeast Forty-Fifth Street (the University District) or Northgate in Seattle. Depending on the final decision with respect to alternative options, costs of the project, as estimated in the final EIS, ranged from $1.1 billion to $2.1 billion. Locally preferred alternatives were identified for all but one segment, but no decision was made within the final EIS by the federal authorities. This final supplement to the final EIS addresses alternatives related to the North Link Light Rail component of the project. North Link is a light rail extension from downtown Seattle to the University District and Northgate (Figure S-1). North Link is the northern section of the Central Link Light Rail Transit Project, a 25-mile light rail line extending from SeaTac to north Seattle. The final EIS on the Central Link project selected the original project route and stations from Northeast 45th Street in the University District of Seattle to South 200th Street in SeaTac. At that time, Sound Transit did not identify a project route for the northernmost section of the project from the University District to Northgate. As the Central Link project continued, construction risk challenges were identified in tunnel sections of the original project route from downtown Seattle to the University District, and costs exceeded forecasts. In late 2001, Sound Transit initiated new engineering and environmental planning for North Link. This 2006 final supplemental EIS focuses on recent design refinements for North Link, primarily affecting the preferred alternative. The preferred alternative analyzed here will connect to the rail system's initial segment in downtown Seattle and extend the system north to Capitol Hill, the University District, Roosevelt, and Northgate. Design changes affecting environmental impacts include the Capitol Hill Station, Brooklyn Station, Roosevelt Station, and alignments along 1-5. This final supplemental EIS supplements the Central Link Light Rail Transit Project Final EIS of November 1999 and the previous North Link draft supplemental EIS of November 2003. POSITIVE IMPACTS: The system would connect the region's major activity centers, including Northgate, Roosevelt, the University District, Capitol Hill, First Hill, downtown Seattle, the Rainier Valley area, the City of Tukwila, and city of SeaTack, and the Sea-Tac International Airport. Seattle Center and Southcenter Mall could also be served. These areas include the state's highest employment concentrations and contain the highest transit rider ship. The system would expand transit capacity within the region's most densely populated and congested corridor, provide a practical alternative to driving on increasingly congested roadways, support comprehensive land use and transportation planning, provide environmental benefits, and improve mobility for travel-disadvantaged residents along he corridor. NEGATIVE IMPACTS: System development would result residential and commercial displacements, affect historic and archaeologic resources and parkland and wetland, impede non-motorized access at some locations. Vegetation and associated wildlife would be destroyed in some areas. Some neighborhoods, including those with low-income and minority populations, would suffer some impacts due to the visual intrusion of rail structures into their neighborhoods and barriers to movement resulting from the presence of the structures. Hazardous materials sites would be encountered during construction. System operation would result in some impacts due to noise and vibration. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (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 final EIS, see 00-0096F, Volume 24, Number 1. For the abstracts of previous draft and final supplemental EISs, see 01-0051D, Volume 25, Number 1 and 02-0071F, Volume 26, Number 1, and 04-0216D, Volume 28, Number 2, respectively. JF - EPA number: 060120, 722 pages, March 31, 2006 PY - 2006 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Economic Assessments KW - Geologic Surveys KW - Hazardous Materials KW - Historic Sites KW - Historic Sites Surveys KW - Land Use KW - Minorities KW - Noise KW - Noise Assessments KW - Parking KW - Parks KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Soils Surveys KW - Vegetation KW - Visual Resources KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance KW - Urban Mass Transportation Act of 1964, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16358185?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-03-31&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+LINK+LIGHT+RAIL+TRANSIT+PROJECT%3A+NORTH+LINK%2C+SEATTLE%2C+TUKWILA+AND+SEATAC%2C+WASHINGTON+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1999%29.&rft.title=CENTRAL+LINK+LIGHT+RAIL+TRANSIT+PROJECT%3A+NORTH+LINK%2C+SEATTLE%2C+TUKWILA+AND+SEATAC%2C+WASHINGTON+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1999%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: March 31, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - INTERSTATE 203/35 PASEO BRIDGE CORRIDOR, CLAY AND JACKSON COUNTIES, MISSOURI. AN - 16354672; 11985 AB - PURPOSE: The reconstruction and widening of Interstate 29/35 (I-29/35), including a new bridge over the Missouri River and roadways in the Kansas City Metropolitan Area of Clay and Jackson Counties, Missouri are proposed. The study corridor extends 4.7 miles from just north of Missouri Route 210 (M-210) at Armour Road in Clay County and continues south on I-29/35 (US 71) to the northwest corner of the central business district (CBD) freeway loop in downtown Kansas City. The existing four-lane facility within the corridor carries over 90,000 vehicles per day, resulting in extreme congestion during peak travel periods. The freeway has been identified in various planning documents as an important local and regional transportation link. The proposed project includes the north side of the CBD loop, designated as both I-35/70 and US 24/40. The Missouri River crossing (Paseo Bridge) would be rehabilitated and complemented with a new companion bridge or replaced with an entirely new structure. Six combination alternatives and a No Action Alternative are considered in this draft EIS. The action alternatives would be used by the contract builder in a "Design-Build" process by which design and construction of the facility would take place simultaneously. In a typical Design-Build scheme, construction begins once 30 percent of the design is complete. However, preferred alternatives have been identified for each of three subcorridors. The preferred alternative for the North Subcorridor (M-210 to 14th Avenue) would involve widening the mainline to six through lanes, with sufficient rights-of-way to enable future widening to eight lanes and improving the interchange at the M-210/Armour Road interchange and the half interchange at 16th Avenue. For the River Crossing Subcorridor (14th Avenue to Dora Street), the preferred alternative would involve either rehabilitation of the Paseo Bridge for southbound traffic and construction of a companion bridge immediately downstream of the existing bridge to carry northbound traffic or construction of new twin bridges each carrying traffic in one direction or one new single span accommodating two-way traffic. Either River Crossing Subcorridor alternative would include widening of the I-29/35 mainline and construction of braided ramps at Bedford Avenue and Levee Road and an improved interchange at Front Street. The preferred alternative for the CBD North Loop Subcorridor (Dora Street to Broadway Boulevard) would include widening of the I-29/35 mainline from Dora Street to the northeast corner of the CBD Loop, while maintaining the six-lane mainline section from the northeast corner of the CBD Loop to just west of Broadway Boulevard, though the latter section would be improved via ramp and lane modifications. All subcorridor alternatives have been organized and identified as alternatives 4 and 6 for consideration of costs and impacts. Estimated capital costs for alternatives 4 and 6 are $248 million and $258 million, respectively. Additional costs unique to bridge work are estimated at $3.5 million to $39.5 million for either alternative. POSITIVE IMPACTS: The improvement of the Missouri River crossing and ancillary roads and structures would replace the existing deteriorating bridge and main road infrastructure and improve the associated interchanges, enhancing traffic safety, improving interstate system linkage across the Missouri River, and providing sufficient vehicle capacity, including capacity for trucks, within the study corridor. The reconstructed facility would improve traffic operation to accommodate travel demands across the Missouri River and improve access to the Kansas CBD and other major activity centers. NEGATIVE IMPACTS: Rights-of-way requirements would result in full displacement of two businesses and partial displacement of four single-family units, one multi-family unit, 10 businesses, and two public/semi-public facilities. The project could have some impacts on neighborhood cohesion, but these impacts would be slight. The facility would traverse 1,900 to 2,150 feet of floodplain, displacing 1.59 to 1.88 acres of storage capacity. The project would impact the Riverfront Heritage Trail, and demolition or alteration of the Paseo Bridge would alter or eliminate a structure eligible for inclusion in the National Register of Historic Places. Two archaeological sites or interest would also be affected. New construction across the Missouri River would mar visual aesthetics in the area somewhat. Traffic-generated noise would exceed federal standards at 106 sensitive noise receptors within the corridor. Construction workers would encounter one or two hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 060113, 489 pages and maps, March 29, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-06-01-D KW - Archaeological Sites KW - Bridges KW - Cost Assessments KW - Demolition KW - Floodplains KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Safety Analyses KW - Trails KW - Traffic Analyses KW - Transportation KW - Missouri 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/16354672?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-03-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+203%2F35+PASEO+BRIDGE+CORRIDOR%2C+CLAY+AND+JACKSON+COUNTIES%2C+MISSOURI.&rft.title=INTERSTATE+203%2F35+PASEO+BRIDGE+CORRIDOR%2C+CLAY+AND+JACKSON+COUNTIES%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Draft. Preparation date: March 29, 2006 N1 - Last updated - 2014-01-30 ER - TY - CPAPER T1 - Landslide Correction on I-75 in Campbell County, Tennessee T2 - 55th Annual Meeting of the Southeastern Section of the Geological Society of America AN - 40009293; 4152237 JF - 55th Annual Meeting of the Southeastern Section of the Geological Society of America AU - Moore, Harry L Y1 - 2006/03/23/ PY - 2006 DA - 2006 Mar 23 KW - USA, Tennessee KW - USA, Kentucky, Campbell Cty. KW - Landslides UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40009293?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=55th+Annual+Meeting+of+the+Southeastern+Section+of+the+Geological+Society+of+America&rft.atitle=Landslide+Correction+on+I-75+in+Campbell+County%2C+Tennessee&rft.au=Moore%2C+Harry+L&rft.aulast=Moore&rft.aufirst=Harry&rft.date=2006-03-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=55th+Annual+Meeting+of+the+Southeastern+Section+of+the+Geological+Society+of+America&rft.issn=&rft_id=info:doi/ L2 - http://gsa.confex.com/gsa/2006SE/finalprogram/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Tennessee Rockfall Hazard Managment System T2 - 55th Annual Meeting of the Southeastern Section of the Geological Society of America AN - 39929372; 4152239 JF - 55th Annual Meeting of the Southeastern Section of the Geological Society of America AU - Bateman, Vanessa AU - Drumm, Eric AU - Mauldon, Mathew AU - Rose, Brett AU - Vanderwater, Chris AU - Dunne, William AU - Bellamy, Derrick AU - Kim, Marcus AU - Cain, Sam Y1 - 2006/03/23/ PY - 2006 DA - 2006 Mar 23 KW - USA, Tennessee KW - Hazards UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39929372?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=55th+Annual+Meeting+of+the+Southeastern+Section+of+the+Geological+Society+of+America&rft.atitle=Tennessee+Rockfall+Hazard+Managment+System&rft.au=Bateman%2C+Vanessa%3BDrumm%2C+Eric%3BMauldon%2C+Mathew%3BRose%2C+Brett%3BVanderwater%2C+Chris%3BDunne%2C+William%3BBellamy%2C+Derrick%3BKim%2C+Marcus%3BCain%2C+Sam&rft.aulast=Bateman&rft.aufirst=Vanessa&rft.date=2006-03-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=55th+Annual+Meeting+of+the+Southeastern+Section+of+the+Geological+Society+of+America&rft.issn=&rft_id=info:doi/ L2 - http://gsa.confex.com/gsa/2006SE/finalprogram/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - SPENCER CREEK BRIDGE, US HIGHWAY 101, LINCOLN COUNTY, OREGON. AN - 36339299; 11970 AB - PURPOSE: The replacement of the US 101 Spencer Creek Bridge and associated road approaches in Lincoln County, Oregon is proposed. The project would replace the temporary detour bridge, constructed in 1999, as well as the original 1947 bridge, which was taken out of service in 1999 due to structural instability. US 101 is a component of the National Highway System, a Statewide Highway in the Oregon Highway Plan, a Priority 1 lifeline route, providing the primary and most direct route between Newport and Depoe Bay, and a National Scenic Byway providing public access to Oregon's coastal resources and exhibiting intrinsic scenic, natural, and recreational qualities. The bridge borders and provides critical access to Beverly Beach State Park and the Beverly Beach shoreline, both of which are recreational destinations of regional and statewide importance, as well as access to the rural community of Beverly Beach. The temporary bridge has a design life of five to eight years. Roadway approaches along both the old and new bridges lie along an eroding shoreline in an area subject to landslides. Three alternatives, including a No-Build Alternative, were considered in the draft EIS. Both build alternatives would involve the removal of the temporary bridge following construction of a new bridge in generally the same location as the previous bridge. The section of US 101 in the project area would be shifted to the east to limit the ocean erosion impacts currently affecting the highway. Either build alternative would provide for two 12-foot travel lanes and two eight-foot paved shoulders, which would also function as bikeways. Project construction is scheduled to begin in 2006 and continue for two years before completion of the crossing. This final EIS address only the preferred alternative (Alternative F). Construction and rights-of-way costs for Alternative F are estimated at $21.7 million and $1.2 million, respectively. POSITIVE IMPACTS: The project would replace the structurally deficient 1947 bridge and the temporary bridge with a safe, efficient crossing of Spencer Creek. The facility would provide adequate capacity to accommodate project traffic volumes over the next 20 years. NEGATIVE IMPACTS: New rights-of-way requirements would affect 34 parcels covering two acres under Alternative F. Approximately 1.57 acres of wetlands and 8.5 acres of other waters would be affected. Approximately 50 linear feet of Spencer Creek would be spanned or filled. The project would impact the western edge of Beverly Beach State Park. The highway alignment would require the construction of a retaining wall west of the houses on the bluff; residents of 15 to 21 housing units would be affected. South of the bridge, the alignment would swing east of Northeast Beverly Drive, bisecting the community of Beverly Beach before reconnecting to US 101 south of Wade Creek. The facility would displace one commercial property, the site of a convenience store. Volume/capacity problems would affect the crossing by 2025. The project could impact an archaeological site potentially eligible for listing in the National Register of Historic Places. Scenic values in the area would be marred by the new structure, and utility relocation would be required. Landslides and coastal erosion hazards could affect the structure. Traffic-generated noise levels would exceed federal standards at several residential sites The close proximity of some residential septic systems to construction works would pose a moderate biological threat to workers. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0220D, Volume 29, Number 2. JF - EPA number: 060098, 291 pages, March 20, 2006 PY - 2006 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Beaches KW - Bridges KW - Coastal Zones KW - Creeks KW - Erosion KW - Hazardous Wastes KW - Highways KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Shores KW - Transportation KW - Visual Resources KW - Wetlands KW - Oregon KW - Department of Transportation Act of 1966, Parks KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36339299?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-03-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPENCER+CREEK+BRIDGE%2C+US+HIGHWAY+101%2C+LINCOLN+COUNTY%2C+OREGON.&rft.title=SPENCER+CREEK+BRIDGE%2C+US+HIGHWAY+101%2C+LINCOLN+COUNTY%2C+OREGON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: March 20, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - DENVER UNION STATION PROJECT, DENVER, COLORADO. AN - 36340551; 11960 AB - PURPOSE: The implementation of transportation improvements at Denver Union Station (DUS) in lower downtown Denver, Colorado is proposed. Various planning studies have shown that population and employment levels in the metropolitan Denver area are likely to increase approximately 50 percent by 2030. In response to this anticipated growth, the region has identified several transportation mode solutions such as bus rapid transit, light rail, passenger rail, and high-occupancy vehicle lanes to help relieve the expected congestion, improve air quality, and offer additional transportation options to the public. The proposed action (Vision Plan Alternative) would represent the full build-out of the transportation improvements identified in the Denver Union Station Master Plan (September 2004). Phase I of the Vision Plan Alternative, which has been funded, would include construction of a below-grade light rail station consisting of three tracks and platforms, enhanced at-grade passenger rail services, relocation of the existing Sixteenth Street Mall Shuttle turnaround, and related site improvements. A boarding plaza would be provided for bus service on the west side of the DUS. The full build-out would facilitate the accommodation of a large number of public and private transportation service providers, transportation-related facilities, and planned passenger services. In addition to the proposed action, this draft EIS considers a No Action Alternative. POSITIVE IMPACTS: The proposed action would enhance the functioning of DUS as a multimodal transportation center serving the metropolitan Denver region and the state of Colorado. Improving DUS would bring together the various modes of transportation planned for the region into one place, providing an efficient and convenient access to and from the downtown Denver area. Opportunities for joint economic development in the mixed-use facility and the surrounding area would be provided. The existing historic character of DUS and its environs would be rehabilitated and restored. Appropriate urban design and neighborhood cohesiveness would be promoted. NEGATIVE IMPACTS: Station developments would partially displace four properties within 0.5 acre of rights-of-way. Additional facilities at DUS would alter the historically significant visual appearance of the station and its environs somewhat. Noise levels in areas adjacent to the passenger rail tracks and bus lanes would exceed federal standards. Subsurface features would likely require permanent dewatering activities, potentially affecting recharge and depth of the groundwater aquifer. An estimated 47 utilities would be affected by the Vision Plan Alternative, while Phase I activities would affect 43 such facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 060088, 536 pages, March 15, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-XX-EIS-06-XX-D KW - Historic Sites KW - Motor Vehicles KW - Railroad Structures KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Structural Rehabilitation KW - Terminal Facilities KW - Transportation KW - Urban Development KW - Colorado KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36340551?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-03-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DENVER+UNION+STATION+PROJECT%2C+DENVER%2C+COLORADO.&rft.title=DENVER+UNION+STATION+PROJECT%2C+DENVER%2C+COLORADO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Draft. Preparation date: March 15, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - RIVER VALLEY INTERMODAL FACILITIES, POPE COUNTY, ARKANSAS. AN - 16366367; 11952 AB - PURPOSE: The construction of an intermodal facility for the city of Russellvile and the Arkansas River Valley (ARV) region on an 800-acre site in and on the banks of the Arkansas River in Pope County Arkansas is proposed. The River Valley Regional Intermodal Facilities Authority, the sponsoring agency, wishes to promote economic development and job creation in the ARV by serving existing industry and providing services necessary to attract new business and industry to the area. The specific mechanism by which the authority proposes to promote economic development in the area is to construct and operate a multi-modal transportation complex in the ARV, which includes Conway, Johnson, Logan, Perry, Pope, and Yell counties. The intermodal facilities would be located in the River valley with access to the McClellan-Kerr Arkansas River Navigation System via a slack water harbor on the Arkansas River with dockside loading and unloading capabilities. The facility would provide a connection to the Tulsa Port of Catoosa in eastern Oklahoma via the Arkansas and Verdigris rivers and would provide a connection to the Mississippi River, thus allowing ready access to the U.S. inland waterway system. Access to the national railroad grid would be provided through the Class In Union Pacific Railroad and/or though the Class III short line Dardanelle Russellville Railroad. The intermodal facilities would also include local roadway access to Interstate 40. Ancillary services at the facility would include on-site provisions for rail/truck transfers, truck/water transfers, rail/water transfers, freight tracking, a foreign trade subzone, warehousing, distribution, consolidation, just-in-time inventory, and material storage capabilities. U.S. Army Corps of Engineers prepared an Environmental Assessment (EA) for the slack water harbor that resulting in a finding of no significant adverse impacts; however, the EA did not include the proposed intermodal facilities. In 2002, an EA was developed for the intermodal facilities, but it was determined that an EIS with a broader scope, addressing the slack water harbor, related infrastructure, and all other necessary components comprising intermodal facilities was required. Two viable Alternative intermodal facility sites and a No Action Alternative are considered in this draft EIS. Capital cost of the proposed intermodal complex is estimated at approximately $10 million. POSITIVE IMPACTS: The proposed complex would provide intermodal access in a region characterized by a strong manufacturing orientation, with a higher percentage of the workforce in manufacturing jobs than the national average, strong regional educational facilities, and a history of public support for economic development. Persons educated at Arkansas Tech University, the University of Arkansas (Morrilton), and the Vo-Tech School at Russellville High School, all located in or near the ARV, would provide a steady flow of highly trained workers for the intermodal facility and direct and indirect ancillary services related to the functioning of the intermodal facility. NEGATIVE IMPACTS: Development of the 800-acre intermodal facility site and ancillary rail, road, and maritime connections would displace River, River bottom, wetlands, and upland habitat, as well as farmland and forested land. Depending on the action alternative selected, the project would displace six to eight residences as well as one business and a part of another commercial site. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.). JF - EPA number: 060081, 211 pages, March 9, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: Federal Aid Project No. HPP-0268(2) KW - Barges KW - Farmlands KW - Forests KW - Harbors KW - Harbor Structures KW - Highways KW - Industrial Districts KW - Industrial Parks KW - International Programs KW - Railroads KW - Relocations-Property Acquisitions KW - Rivers KW - Roads KW - Socioeconomic Assessments KW - Storage KW - Transportation KW - Waterways KW - Wetlands KW - Wildlife Habitat KW - Arkansas KW - Arkansas River KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Intermodal Surface Transportation Act of 1991, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16366367?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-03-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=RIVER+VALLEY+INTERMODAL+FACILITIES%2C+POPE+COUNTY%2C+ARKANSAS.&rft.title=RIVER+VALLEY+INTERMODAL+FACILITIES%2C+POPE+COUNTY%2C+ARKANSAS.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Little Rock, Arkansas; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Draft. Preparation date: March 9, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - WISCONSIN STATE HIGHWAY 83 (COUNTY NN TO WIS 16), WAUKESHA COUNTY, WISCONSIN. AN - 16359235; 11950 AB - PURPOSE: The improvement of approximately 17 miles of Wisconsin Route 83 (WIS 83) from County Route NN at Mukwonago to WIS 16 at Hartland in central Waukesha County, Wisconsin is proposed. WIS 83 is an important north-south arterial highway serving local and regional traffic in the City of Delafield; the towns of Mukwonago, Genesee, Delafield, and Merton; the villages of Mukwonago, North Prairie, Wales, Hartland, and Chehequa; and unincorporated Genesee Depot. The corridor is transitioning to urban/suburban development and traffic is expected to increase by 60 percent or more by 2026. Safety concerns include restricted sight distances at several points, limited passing opportunities, inadequate safety clear zones, and numerous access points that contribute to poor traffic operations. Nearly the entire length of WIS 83 is characterized by crash rates that exceed the statewide average for similar highways. In addition to a No-Build Alternative, build alternatives were developed for seven sections along the study corridor. The preferred Alternative identified in this final EIS would widen existing WIS 83 to a four-lane facility, excepting in the Genesee Depot area from County Road DE/E and from WIS 16 to Chapel Ridge Road, where the existing two-lane roadway would be reconstructed to modern design standards. Interchange and bridge construction/reconstruction would be provided as appropriate. POSITIVE IMPACTS: The facility would provide additional transportation capacity within the corridor, supporting anticipated development and regional and county transportation system plans. Safety within the corridor would improve significantly. NEGATIVE IMPACTS: New Rights-of-way requirements could result in the displacement of residences and businesses, severance of privately owned parcels, loss of wetlands, and damage or displacement of historic resource sites. Up to three new stream crossings could be required. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0204D, Volume 28, Number 2. JF - EPA number: 060079, 389 pages and maps, March 5, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-03-01-F KW - Bridges KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Safety KW - Streams KW - Transportation KW - Wetlands KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16359235?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-03-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WISCONSIN+STATE+HIGHWAY+83+%28COUNTY+NN+TO+WIS+16%29%2C+WAUKESHA+COUNTY%2C+WISCONSIN.&rft.title=WISCONSIN+STATE+HIGHWAY+83+%28COUNTY+NN+TO+WIS+16%29%2C+WAUKESHA+COUNTY%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: March 5, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - MAIN PASS ENERGY HUB DEEPWATER PORT LICENSE APPLICATION, GULF OF MEXICO, 16 MILES SOUTH OF VENICE, LOUISIANA. AN - 16366454; 11947 AB - PURPOSE: The issuance of a Certificate of Pubic Convenience and Necessity for the construction of a liquefied natural gas (LNG) deepwater port and associated anchorages in the Gulf of Mexico off the coast of Louisiana is proposed the port facility proposed by the applicant, Freeport-MoRan Energy LLC, would lie approximately 16 miles southeast of the coast of Louisiana in Outer Continental Shelf Block MP 299, in water depth of 210 feet. A gas pipeline junction platform, also part of the port, would be located 40 miles off the Mississippi coast in MP 1164. The affected shoreline would include Alabama, Louisiana, and Mississippi. The port, capable of unloading LNG carriers of up to 160,000 cubic meters capacity, would be designed to accommodate a nominal capacity of 7.0 million metric tons of LNG (the equivalent of 350 billion cubic feet) per year. This annual LNG throughput would equate to a nominal vaporization capacity of 1.0 billion cubic feet per day (bcfd). The vaporization facilities would provide for a peak capacity of 1.6 bcfd to allow additional supply during peak periods of demand. Storage facilities for LNG would include six tanks having a combined capacity of 145,000 cubic meters. In addition, three salt caverns would be available for temporary storage of 27.9 billion standard cubic feet. The facility would be supported by six natural gas and gas liquid pipelines, extending a total of 192 miles. Five natural gas takeaway pipeline would connect the port with existing gas distribution pipelines. Four natural gas pipelines would terminate offshore, and one pipeline would terminate onshore near Coden, Alabama. The natural gas liquids (NGL) pipeline would connect the port to a fractionating facility near Venice, Louisiana, where the gas liquids would be separated for sale. In addition to the proposed action and a No Action Alternative, this final EIS addresses alternatives for port siting, pipeline routes, LNG revaporization technology, and fabrication yard sites. POSITIVE IMPACTS: The port would help meet the existing and estimated regional and national demand for natural gas supplies by increasing access to sources worldwide. Construction and operation, respectively would increase short-term and long-term employment rolls. NEGATIVE IMPACTS: Routine offshore operations would degrade ambient water and air quality and increase noise levels in the area, and construction activities, particularly the laying of pipeline, would be particularly detrimental to water quality over the short-term. Federally protected sea turtles, marine mammals, fish, and migratory birds would be negatively affected. Localized populations of fish species would be impacted, but these impacts would not have larger population effects. Construction of the Alabama pipeline route alternatives would result in long-term loss of vegetation, including wildlife habitat, as well as disproportionately affecting minority and low-income residents. Significant archaeological resources could be lost during the construction phase, though an archaeological survey has made avoidance of any crucial resources likely. Creation of a 5-mile safety zone in the vicinity of the port terminal would result in limited displacement of recreational and commercial fishing LEGAL MANDATES: Deepwater Port Act of 1974 (22 U.S.C. 1501-1524), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Natural Gas Act (15 U.S.C. 717 f(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 05-0690D, Volume 29, Number 4. JF - EPA number: 060076, 587 pages, March 3, 2006 PY - 2006 KW - Energy KW - Air Quality Assessments KW - Archaeological Sites KW - Birds KW - Continental Shelves KW - Dredging KW - Employment KW - Endangered Species (Animals) KW - Fish KW - Fisheries KW - Fisheries Surveys KW - Marine Mammals KW - Natural Gas KW - Harbor Structures KW - Harbors KW - Marine Systems KW - Minorities KW - Pipelines KW - Safety KW - Ships KW - Socioeconomic Assessments KW - Storage KW - Terminal Facilities KW - Transportation KW - Vegetation KW - Water Quality KW - Wildlife Habitat KW - Alabama KW - Gulf of Mexico KW - Louisiana KW - Mississippi KW - Deepwater Port Act of 1974, License Application KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Natural Gas Act, Certificates of Pubic Convenience and Necessity KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16366454?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-03-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=MAIN+PASS+ENERGY+HUB+DEEPWATER+PORT+LICENSE+APPLICATION%2C+GULF+OF+MEXICO%2C+16+MILES+SOUTH+OF+VENICE%2C+LOUISIANA.&rft.title=MAIN+PASS+ENERGY+HUB+DEEPWATER+PORT+LICENSE+APPLICATION%2C+GULF+OF+MEXICO%2C+16+MILES+SOUTH+OF+VENICE%2C+LOUISIANA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: March 3, 2006 N1 - Last updated - 2014-01-30 ER - TY - JOUR T1 - Remediation of acid rock drainage from highway construction in the Marcellus Shale, Mifflin County, Pennsylvania AN - 50284202; 2006-090026 AB - The PA Department of Transportation (PennDOT) excavated into the Marcellus Shale during the construction of the U.S. Route 22 bypass around Lewistown, PA. In the summer of 2004, acidic drainage was noted with water quality typical of severe acid coal mine drainage--acidity in the 1,600 to 2,900 mg/l range, 2,300 to 3,300 mg/l sulfate, and 676 to 976 mg/l iron. PennDOT subsequently began chemical treatment of the acidic drainage to prevent any further environmental drainage. The Marcellus Shale had an average sulfur content of 3.06% with up to 17% sulfur in the associated Tioga Bentonite beds. This event is unusual because of the relative rarity of acid drainage from Devonian-age rocks as well as the mechanism for formation of the drainage. Most acid rock drainage (ARD) is formed when water flows through rock fills composed of pyritic rock. In this project, the fill was largely composed of limestone and did not create low pH drainage. Rather, the ARD was formed where the road cut exposed the Marcellus Shale. The easily weathered shale facilitates penetration of air and water into the unexcavated rock. Pyrite contained in the shale oxidizes and accumulates acidic sulfate salts that quickly dissolve during precipitation events, producing rapid flushes of acidic, highly mineralized water. PennDOT and the PA Department of Environmental Protection (DEP) collaborated on a strategy to abate the acid rock drainage. The approach was to excavate as much of the Marcellus Shale as possible and to mix it with 400 lbs/yd3 of high-calcium lime to slow pyrite oxidation and neutralize acidity, similar to a technique used to prevent acidic drainage at surface coal mines. A slope failure required the removal of approximately 750,000 yards of rock, of which approximately 40,000 yards was Marcellus Shale. The Marcelllus was mixed with waste lime, and placed in a fill area enveloped with limestone waste rock. The remaining Marcellus exposed in the roadcut was coated with PennzSuppress, a paraffin derivative, to impede air and water entry, and will be covered with topsoil and planted. Horizontal borings into the underlying Onondaga and Old Port Formations will intercept and drain groundwater, preventing it from contacting the Marcellus. JF - Abstracts with Programs - Geological Society of America AU - Smith, Michael W AU - Varner, John P AU - Mital, John P AU - Sokoloski, D J AU - Anonymous Y1 - 2006/03// PY - 2006 DA - March 2006 SP - 33 PB - Geological Society of America (GSA), Boulder, CO VL - 38 IS - 2 SN - 0016-7592, 0016-7592 KW - United States KW - soils KW - Paleozoic KW - acid rock drainage KW - remediation KW - Mifflin County Pennsylvania KW - Middle Devonian KW - Devonian KW - metals KW - Marcellus Shale KW - pyrite KW - outcrops KW - Pennsylvania KW - sulfides KW - construction KW - roads KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50284202?accountid=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=Remediation+of+acid+rock+drainage+from+highway+construction+in+the+Marcellus+Shale%2C+Mifflin+County%2C+Pennsylvania&rft.au=Smith%2C+Michael+W%3BVarner%2C+John+P%3BMital%2C+John+P%3BSokoloski%2C+D+J%3BAnonymous&rft.aulast=Smith&rft.aufirst=Michael&rft.date=2006-03-01&rft.volume=38&rft.issue=2&rft.spage=33&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, Northeastern Section, 41st 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 - 2006-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - acid rock drainage; construction; Devonian; Marcellus Shale; metals; Middle Devonian; Mifflin County Pennsylvania; outcrops; Paleozoic; Pennsylvania; pyrite; remediation; roads; soils; sulfides; United States ER - TY - JOUR T1 - Geological Society of America, Southeastern Section, 55th annual meeting AN - 50280684; 2006-090280 AB - Rockfall hazard management has historically been reactive rather than proactive. However, many states are now moving rapidly towards a more proactive approach, using field rating systems often based on the Rockfall Hazard Rating System (RHRS) developed by the National Highway Institute. This RHRS enables identification and prioritization of rockcuts for remediation and / or monitoring. In October 2000, the Tennessee DOT began a project to develop a Rockfall Management System (RMS) for these purposes and to fulfill the needs of the department. A revised RHRS was developed for Tennessee (TRHRS) that included more explicit descriptions of the geologic modes likely to contribute rockfall, field-based assessment of prior rockfall frequency, and improved assessment of ditch effectiveness. Phase I of the project developed the prototype TRHRS with initial testing in 5 counties with varied geology. Concurrently, field data gathering techniques and management tools were developed. Field data collection evolved from a paper form to digital via input into Personal Digital Assistant's (PDA's). Phase II, beginning October 2002, involved limited revision of the TRHRS, included collection of TRHRS data in the remaining seventy-three counties with rockfall potential in Tennessee and the implementation of a centralized database and GIS at TDOT. The data are available at TDOT through this database in a web-based GIS and as a data layer for analysis in a full-scale GIS program. The web-based GIS enables easy display, analysis and prioritization of rockfall hazards, which is a key component of the RMS. The RMS has already expanded to include landslide data, and we anticipate that the system will grow incorporate data about other geologic hazards that affect TDOT road construction and maintenance. JF - Abstracts with Programs - Geological Society of America AU - Bateman, Vanessa AU - Drumm, Eric AU - Mauldon, Mathew AU - Rose, Brett AU - Vanderwater, Chris AU - Dunne, William AU - Bellamy, Derrick AU - Kim, Marcus AU - Cain, Sam AU - Anonymous Y1 - 2006/03// PY - 2006 DA - March 2006 SP - 28 PB - Geological Society of America (GSA), Boulder, CO VL - 38 IS - 3 SN - 0016-7592, 0016-7592 KW - rockfalls KW - North America KW - monitoring KW - geologic hazards KW - data acquisition KW - data processing KW - Appalachians KW - remediation KW - geographic information systems KW - mass movements KW - risk assessment KW - information systems KW - slope stability KW - roads KW - field studies KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50280684?accountid=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=Geological+Society+of+America%2C+Southeastern+Section%2C+55th+annual+meeting&rft.au=Bateman%2C+Vanessa%3BDrumm%2C+Eric%3BMauldon%2C+Mathew%3BRose%2C+Brett%3BVanderwater%2C+Chris%3BDunne%2C+William%3BBellamy%2C+Derrick%3BKim%2C+Marcus%3BCain%2C+Sam%3BAnonymous&rft.aulast=Bateman&rft.aufirst=Vanessa&rft.date=2006-03-01&rft.volume=38&rft.issue=3&rft.spage=28&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, Southeastern Section, 55th 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 - 2006-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - Appalachians; data acquisition; data processing; field studies; geographic information systems; geologic hazards; information systems; mass movements; monitoring; North America; remediation; risk assessment; roads; rockfalls; slope stability ER - TY - JOUR T1 - Landslide correction on I-75 in Campbell County, Tennessee AN - 50280204; 2006-090278 AB - Subsidence of the southbound lanes of I-75 in Campbell County, Tennessee in late winter of 2005 revealed the existence of a major landslide condition requiring the closure of Interstate 75. A geotechnical investigation revealed that the highway embankment was originally constructed on a colluvial deposit of sandstone boulders and soil in the early 1960's. Repair of the landslide required massive excavation into in-place stable bedrock and the rebuilding of the highway embankment. A new technology, referred to as "Launched Soil Nails", was employed during the slide repair operation to temporarily stabilize a 15 meter (50 foot) high, 100 meter (300 foot) long soil cut slope. The landslide repair was accomplished by the construction of a conventional graded rock buttress in less than 60 days. JF - Abstracts with Programs - Geological Society of America AU - Moore, Harry L AU - Anonymous Y1 - 2006/03// PY - 2006 DA - March 2006 SP - 28 PB - Geological Society of America (GSA), Boulder, CO VL - 38 IS - 3 SN - 0016-7592, 0016-7592 KW - United States KW - Campbell County Tennessee KW - North America KW - embankments KW - geologic hazards KW - Appalachians KW - land subsidence KW - excavations KW - landslides KW - mass movements KW - Tennessee KW - slope stability KW - construction KW - roads KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50280204?accountid=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=Landslide+correction+on+I-75+in+Campbell+County%2C+Tennessee&rft.au=Moore%2C+Harry+L%3BAnonymous&rft.aulast=Moore&rft.aufirst=Harry&rft.date=2006-03-01&rft.volume=38&rft.issue=3&rft.spage=28&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Geological Society of America, Southeastern Section, 55th 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 - 2006-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - Appalachians; Campbell County Tennessee; construction; embankments; excavations; geologic hazards; land subsidence; landslides; mass movements; North America; roads; slope stability; Tennessee; United States ER - TY - JOUR T1 - Long-term issues related to structural health of FRP bridge decks AN - 20519818; 7927299 AB - Use of FRP bridge decks has been steadily increasing over the past few years, because of the several long-term benefits they offer over conventional materials such as steel and concrete. These benefits include low weight, anticipated long-term durability with low life-cycle costs, and increased corrosion resistance. There have been several experimental and analytical studies to investigate the behaviour of FRP bridge decks, but an integrated study covering their structural health issues is not available. This paper identifies issues related to FRP decks requiring further attention, and then utilizes Structural Health in Civil Engineering (SHCE) concepts to identify steps for future research. Materials, design, manufacturing, erection, transportation, inspection, and maintenance aspects as well as capacity vs. demand and component vs. system considerations are discussed in an integrated fashion. This study also shows the interaction and inter-dependability between various parameters and the FRP deck response; and hence the necessity for an integrated and comprehensive health monitoring program using SHCE concepts is shown using a case study. JF - Bridge Structures: Assessment, Design and Construction AU - Alampalli, Sreenivas AU - Ettouney, Mohammed M AD - New York State Department of Transportation, Bridge Program and Evaluation Services Bureau, Albany, NY, USA Y1 - 2006/03// PY - 2006 DA - Mar 2006 SP - 1 EP - 11 PB - Taylor & Francis, 11 New Fetter Lane London EC4P 4EE UK, [mailto:info@tandf.co.uk], [URL:http://www.tandf.co.uk] VL - 2 IS - 1 SN - 1573-2487, 1573-2487 KW - Health & Safety Science Abstracts KW - case studies KW - Bridges KW - Structural analysis KW - Economics KW - Corrosion KW - Steel KW - inspection KW - Concrete KW - Maintenance KW - Civil engineering KW - H 15000:Civil/Structural Engineering UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/20519818?accountid=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=Bridge+Structures%3A+Assessment%2C+Design+and+Construction&rft.atitle=Long-term+issues+related+to+structural+health+of+FRP+bridge+decks&rft.au=Alampalli%2C+Sreenivas%3BEttouney%2C+Mohammed+M&rft.aulast=Alampalli&rft.aufirst=Sreenivas&rft.date=2006-03-01&rft.volume=2&rft.issue=1&rft.spage=1&rft.isbn=&rft.btitle=&rft.title=Bridge+Structures%3A+Assessment%2C+Design+and+Construction&rft.issn=15732487&rft_id=info:doi/10.1080%2F15732480600674060 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-04-01 N1 - Last updated - 2015-03-27 N1 - SubjectsTermNotLitGenreText - case studies; Bridges; Economics; Structural analysis; Corrosion; Steel; inspection; Concrete; Civil engineering; Maintenance DO - http://dx.doi.org/10.1080/15732480600674060 ER - TY - RPRT T1 - INTERSTATE 5/COSUMMES RIVER BOULEVARD INTERCHANGE PROJECT, CITY AND COUNTY OF SACRAMENTO, CALIFORNIA. AN - 16359193; 11939 AB - PURPOSE: The construction of a new Consumnes River Boulevard interchange on Interstate 5 (In-5) in south Sacramento, Sacramento County, California is proposed. In addition to the reconstruction of the interchange, the project would extend the boulevard from its current terminus at Franklin Boulevard west through the new interchange location to Freeport Boulevard. The project would be located in the southwest quadrant of the city. Three alternatives, including a No-Build Alternative, are considered in this draft EIS. Build Alternative A, the preferred Alternative, would provide for a Type L-9 partial cloverleaf interchange design that would include a four-lane over crossing structure, with additional turn lanes at the on-ramps located approximately at the location of the existing Stonecrest Avenue over crossing, which would be removed; two-lane diagonal off-ramps from In-5 in each direction, each of which would have a 1,300-foot deceleration lane and signalized intersections at the terminus; two two-lane loop on-ramps, with provisions for ramp metering, providing access to In-50; one two-lane diagonal northbound on-ramp and one one-lane diagonal on-ramp to provide access In-5, both ramps having metering and an additional high-occupancy-vehicle lane. Interchange adjustments would be made at the Freeport Boulevard and Franklin Boulevard intersections, and provisions would be made to ensure the safety of bicycle path users and pedestrians in the vicinity of the interchange. To avoid an at-grade crossing of the Union Pacific Railroad line, a grade separation/overhead structure, which would also span Morrison Creek and a future light rail transit line, would be provided. POSITIVE IMPACTS: The project would provide an east-west connector between In-5 and State Route 99, improving mobility within the southern limits of the city of Sacramento. Future developments in the study area, east and west of In-5, would be accommodated in accordance with the City of Sacramento General Plan. NEGATIVE IMPACTS: Rights-of-way development would in the loss of seasonal emergent wetlands, vegetated drainage way, freshwater marsh, protected trees, and nesting bird habitat. Disturbance of vegetated surface could result in the spread of noxious weeds, and sediment levels in vernal pools would degrade habitat for invertebrates. The project would result in minor mortality of protected valley elderberry longhorn beetles, giant garter snakes, northwestern pond turtles, Swainson's hawks, nesting birds, and vernal pond invertebrates. The project would increase impermeable surface in the study area, thereby increasing surface runoff, including runoff containing automotive contaminants, and reducing water quality in receiving surface flows. The interchange would mar visual aesthetics in the immediate area. Construction workers would encounter hazardous waste sites and hazardous construction materials. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). JF - EPA number: 060069, 511 pages and maps, March 1, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-2006-D KW - Birds KW - Endangered Species (Animals) KW - Hazardous Substances KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Insects KW - Railroads KW - Roads KW - Trails KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16359193?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-03-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+5%2FCOSUMMES+RIVER+BOULEVARD+INTERCHANGE+PROJECT%2C+CITY+AND+COUNTY+OF+SACRAMENTO%2C+CALIFORNIA.&rft.title=INTERSTATE+5%2FCOSUMMES+RIVER+BOULEVARD+INTERCHANGE+PROJECT%2C+CITY+AND+COUNTY+OF+SACRAMENTO%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Draft. Preparation date: March 1, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - BIG BEAR LAKE BRIDGE REPLACEMENT STUDY, NEAR THE INTERSECTION OF STATE ROUTE 18 AND STATE ROUTE 38 (08-SBD-18-KP 71.1 TO 71.9, SAN BERNARDINO COUNTY, CALIFORNIA (REVISION OF THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF AUGUST 2003). AN - 16359537; 11934 AB - PURPOSE: The replacement of the Big Bear Lake Bridge (Bridge No. 54-0310) and implementation of associated road improvements near Big Bear Lake in San Bernardino County, California is proposed. The existing two-lane bridge, located atop the Big Bear Dam one mile west of the city of Big Bear Lake, is deteriorating and functionally obsolete. In addition, the State transportation authorities has determined that a third lane is required to improve traffic channelization at the State Route(SR) 18/38 intersection. After screening five preliminary action alternatives, two action alternatives were and a No Action Alternative retained for detailed consideration in this revision of the draft EIS of August 2003. Action Alternative 4 would involve construction of a new three-lane bridge across Big Bear Lake, while Action Alternative 5 would involve construction of a new bridge across Bear Canyon/Bear Creek. Both alternatives would include realignment and widening of the bridge and approach roadways, signalization of the intersection of SR 18 and SR 38, and demolition of the existing bridge. Costs of alternatives 4 and 5 are $19 million, $14.3 million and $24.2 million, respectively. POSITIVE IMPACTS: Replacing the existing bridge, which is characterized by inadequate capacity and structural deficiencies, would improve the safety and operational efficiency of the crossing. Moreover, demolition of the existing bridge would allow the Big Bear Municipal Water District to compete their planned spillway and outlet works improvements on the Big Bear Dam. NEGATIVE IMPACTS: Alternative 4 would displace 0.007 acre of jurisdictional waters of the U.S.. Floodplain land would be traversed, but impacts on flood levels would be insignificant. Two properties eligible for inclusion in the National Register of Historic Places would be affected due to alteration of visual aesthetics, and 0.37 to 0.47 acre of Big Be Lake shoreline and a total of one to 2.5 acres of recreational lands, including the lake and shoreline, would be displaced. Habitat for the federally protected South Rubber Boa and bald eagle would be affected by the loss of four to 11 perch trees. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 060063, Revised Draft EIS--458 pages and maps, Natural Environment Study--677 pages and maps, February 23, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-06-03-D KW - Air Quality Assessments KW - Birds KW - Bridges KW - Dams KW - Demolition KW - Endangered Species (Animals) KW - Floodplains KW - Highways KW - Lakes KW - Recreation Resources KW - Reservoirs KW - Section 4(f) Statements KW - Transportation KW - Water Storage KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - California KW - Big Bear Lake KW - San Bernardino National Forest KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16359537?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-02-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BIG+BEAR+LAKE+BRIDGE+REPLACEMENT+STUDY%2C+NEAR+THE+INTERSECTION+OF+STATE+ROUTE+18+AND+STATE+ROUTE+38+%2808-SBD-18-KP+71.1+TO+71.9%2C+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA+%28REVISION+OF+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+2003%29.&rft.title=BIG+BEAR+LAKE+BRIDGE+REPLACEMENT+STUDY%2C+NEAR+THE+INTERSECTION+OF+STATE+ROUTE+18+AND+STATE+ROUTE+38+%2808-SBD-18-KP+71.1+TO+71.9%2C+SAN+BERNARDINO+COUNTY%2C+CALIFORNIA+%28REVISION+OF+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+AUGUST+2003%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Sacramento, California; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Draft. Preparation date: February 23, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - SOUTH EXTENSION OF THE COASTAL TRAIL, ANCHORAGE, ALASKA. AN - 16369622; 11920 AB - PURPOSE: The extension of the Tony Knowles Coastal Trail, a National Recreation Trail, approximately 14 miles from its terminus at Kincaid Park southeast to Potter Weight Station in the vicinity of Anchorage, Alaska is proposed. The Potter Weigh Station is at the southern extent of the urbanized Anchorage Bowl. Adopted municipal planning documents include a long-range goal of a regional trail spanning 7 miles from the municipality's southern boundary to its northern boundary. The trail extension would resemble the existing trail, which is typically 10 feet wide, paved with asphalt, flanked by two-food shoulders, and intended to serve foot traffic, bicyclists, in-line skaters, and cross-country skiers. Six build alternatives and a No Action Alternative are considered in this final EIS. The Orange Modified Alternative, which is the preferred Alternative, would climb through the forest to the coastal bluff in Kincaid Park, make a wide arc around the Kincaid motocross area, parallel the top of the coastal bluff, travel along the south side of West Dimond Boulevard, turn to the south at Sand Lake Road, traverse the bluff face to a point near Jade Street, follow the bluff top to Campbell Creek, cross Campbell Creek estuary on pilings to the top of the low bluff east of Campbell Creek, descend the bluff face, continue along the base of the bluff to Bayshore Creek, and then turn east to an existing trail on the west side of Southport Drive, where it would split. At the split, an unpaved trail would run from Bayshore Creek along the coastal bluff to the Peat Disposal Peninsula at Carr-Gottstein Park (proposed), rejoin the main paved trail in a southward and eastward direction along Southport Drive and Klatt Road on an existing trail to Juniper Street, pass Pioneer Park and Klatt Elementary School, run along the south side of Woo Boulevard and along Skyway Drive, follow The undeveloped Thomasson rights-of-way to Johns Park, wind southeast through Johns Park to the coastal bluff, follow the bluff face on pilings to a location south of Johns Road, descend the bluff face, enter Oceanview Bluff Park, parallel Oceanview Drive seaward of the coastal bluff, climb the Bluff to run along the west side of the Alaska Railroad, bridge over the Alaska Railroad, descend to a proposed tunnel under the New Seward Highway, and follow the highway south along the western edge of Potter Marsh to Potter Weigh Station. The estimated costs of construction and rights-of-way acquisition are estimated at $34.8 million and $6.3 million, respectively. POSITIVE IMPACTS: The project would represent a component of the planned regional trail system within the Municipality of Anchorage and, by itself, provide independent utility connection by connecting South Anchorage neighborhoods, Potter Marsh, Chugach State Park, Kincaid Park, and other parks and facilities in the study area. The facility would meet the needs of a broad spectrum of trail users during all seasons. NEGATIVE IMPACTS: Trail construction would displace vegetation and the associated wildlife habitat, including preferred bird habitat, and trail use would disturb wildlife. Parkland and open space would be lost to trail use. The trail would cross roadways at-grade at a number of locations, presenting safety hazards to users, particularly children. Additional safety hazards would be presented due to the proximity of some stretches of the trail to areas frequented by hunters. Approximately 19 acre of wetland would be filled. Four salmon streams would be traversed and up to 9.5 acres of possible essential fish habitat would be lost. Two bald eagle nests would lie within close proximity to the trail. Six historic sites could be affected. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0072D, Volume 27, Number 1. JF - EPA number: 060049, 554 pages and maps, February 15, 2006 PY - 2006 KW - Urban and Social Programs KW - Agency number: FHWA-AK-EIS-02-01-D KW - Birds KW - Coastal Zones KW - Easements KW - Endangered Species (Animals) KW - Fish KW - Geologic Assessments KW - Historic Sites KW - Hydrologic Assessments KW - National Parks KW - Parks KW - Recreation Resources KW - Recreation Resources Management KW - Streams KW - Trails KW - Wetlands KW - Wildlife KW - Wildlife Habitat KW - Wildlife Surveys KW - Alaska KW - Federal Water Pollution Control Act of 1972, Section 404Permits KW - National Historic Preservation Act of 1966, Historic Sites UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16369622?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-02-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+EXTENSION+OF+THE+COASTAL+TRAIL%2C+ANCHORAGE%2C+ALASKA.&rft.title=SOUTH+EXTENSION+OF+THE+COASTAL+TRAIL%2C+ANCHORAGE%2C+ALASKA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: February 15, 2006 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - It All Adds Up to Cleaner Air Knowledge Exchange T2 - 2006 U.S. EPA National Air Quality Conferences AN - 39967057; 4160845 DE: JF - 2006 U.S. EPA National Air Quality Conferences AU - Martinez, Victoria AU - Daniel, Kathy Y1 - 2006/02/05/ PY - 2006 DA - 2006 Feb 05 UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39967057?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2006+U.S.+EPA+National+Air+Quality+Conferences&rft.atitle=It+All+Adds+Up+to+Cleaner+Air+Knowledge+Exchange&rft.au=Martinez%2C+Victoria%3BDaniel%2C+Kathy&rft.aulast=Martinez&rft.aufirst=Victoria&rft.date=2006-02-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2006+U.S.+EPA+National+Air+Quality+Conferences&rft.issn=&rft_id=info:doi/ L2 - https://www2.ergweb.com/projects/conferences/airquality/2006/register06.htm LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - Federal Highway Administration University Course on Bicycle and Pedestrian Transportation. TechBrief. Publication No. FHWA-HRT-06-065 AN - 762468328; ED511673 AB - The second edition of the "Federal Highway Administration (FHWA) University Course on Bicycle and Pedestrian Transportation", a set of resources designed to provide background materials for an undergraduate or graduate university course on bicycling and walking, is now available from the FHWA. The FHWA distributes this teaching resource to stimulate the development of nationwide university courses on bicycle and pedestrian transportation. This article describes the course content and a list of answers to frequently asked questions about the course material. Y1 - 2006/02// PY - 2006 DA - February 2006 SP - 4 PB - US Department of Transportation. 400 7th Street SW, Washington, DC 20590. KW - ERIC, Resources in Education (RIE) KW - Higher Education KW - Postsecondary Education KW - Facility Guidelines KW - Instructional Materials KW - Traffic Safety KW - Course Content KW - Pedestrian Traffic KW - Transportation KW - Educational Resources UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/762468328?accountid=14244 LA - English DB - ERIC N1 - Last updated - 2014-03-21 ER - TY - RPRT T1 - PHOENIX SKY HARBOR INTERNATIONAL AIRPORT, PHOENIX, MARICOPA COUNTY, ARIZONA. [Part 2 of 8] T2 - PHOENIX SKY HARBOR INTERNATIONAL AIRPORT, PHOENIX, MARICOPA COUNTY, ARIZONA. AN - 756824914; 11910-060039_0002 AB - PURPOSE: The implementation of an airport development program for the Phoenix Sky Harbor International Airport (PHX), Maricopa County, Arizona is proposed. The forecast of aviation demand indicates that passenger enplanements at PHX will increase from 18.6 million passengers in 2003 to 25.2 million in 2015. Currently, the capacity of the airfield exceeds the level of traffic that can be accommodated in the terminal configuration at the desired level of service. Specifically, this draft EIS addresses the following projects and associated developments proposed by the city of Phoenix: demolition of Terminal 2 and ancillary facilities; construction of a new 33-gate West Terminal Complex, including a garage, roadways, and an automated people mover system; construction of replacements for cross field taxiways U and V; modification of Ski Harbor Boulevard; and modification of Terminal 4 Concourse N4 International Gates. In addition to the proposed action, this draft EIS retains the airport development plan as the preferred Alternative. All other alternatives have been dropped from detailed consideration. POSITIVE IMPACTS: The landside and airside improvements under the airport development plan would help meet the expected increase in passenger enplanements and other aircraft activity. Obsolete and out-of-date terminal facilities would be replaced by modern, efficient facilities. The project would improve the efficiency of international operations, provide expanded space for Federal Inspection Services facilities. The movement of aircraft between the north and south airfields and terminal complex would be facilitated, and airfield operations would be enhanced due to the development of cross-field taxiways U and V. Modifications to Sky Harbor Boulevard would improve safety and efficiency of ground transport. Passenger access to the West Terminal and the Rental Car Center would be enhanced by the automated people mover. NEGATIVE IMPACTS: Approximately 16.4 acres of privately held property within 92 parcels would be acquired and converted to airport use. The overall levels of air pollutants generated by the airport would increase, but this is largely attributable to growth in enplanements and would occur under the No Action Alternative as well. Six historic resources were identified within the area of potential effect of the airport development plan. An historic mural by Paul Coze would be removed from Terminal 2, but t would be mounted elsewhere. The elevated sections of the new facilities would be visible from this historic Sacred Heart Church, Tovrea Castle, and Pueblo Grande Ruin and Irrigation Sites National Historic Landmark within the Pueblo Grande Museum and Archaeological Park the demolition of Terminal 2 would require actions in areas contaminated by asbestos. Subsurface fuel plumes would also be encountered. Off-airport noise impacts would affect approximately 234 acres of residential land use within the 65-decibel contour, but this would also occur under the No Action Alternative. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 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 05-0450D, Volume 29, Number 4. JF - EPA number: 060039, 292 pages and maps, February 1, 2006 PY - 2006 VL - 2 KW - Air Transportation KW - Aircraft Noise KW - Air Quality KW - Air Quality Assessments KW - Airports KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Historic Sites KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Terminal Facilities KW - Transportation KW - Vegetation Surveys KW - Water Quality Assessments KW - Wildlife Surveys KW - Arizona KW - Department of Transportation Act of 1966, Compliance KW - Federal Aviation Act of 1958, Compliance KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824914?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-02-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHOENIX+SKY+HARBOR+INTERNATIONAL+AIRPORT%2C+PHOENIX%2C+MARICOPA+COUNTY%2C+ARIZONA.&rft.title=PHOENIX+SKY+HARBOR+INTERNATIONAL+AIRPORT%2C+PHOENIX%2C+MARICOPA+COUNTY%2C+ARIZONA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Los Angeles, California; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: February 1, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PHOENIX SKY HARBOR INTERNATIONAL AIRPORT, PHOENIX, MARICOPA COUNTY, ARIZONA. [Part 1 of 8] T2 - PHOENIX SKY HARBOR INTERNATIONAL AIRPORT, PHOENIX, MARICOPA COUNTY, ARIZONA. AN - 756824609; 11910-060039_0001 AB - PURPOSE: The implementation of an airport development program for the Phoenix Sky Harbor International Airport (PHX), Maricopa County, Arizona is proposed. The forecast of aviation demand indicates that passenger enplanements at PHX will increase from 18.6 million passengers in 2003 to 25.2 million in 2015. Currently, the capacity of the airfield exceeds the level of traffic that can be accommodated in the terminal configuration at the desired level of service. Specifically, this draft EIS addresses the following projects and associated developments proposed by the city of Phoenix: demolition of Terminal 2 and ancillary facilities; construction of a new 33-gate West Terminal Complex, including a garage, roadways, and an automated people mover system; construction of replacements for cross field taxiways U and V; modification of Ski Harbor Boulevard; and modification of Terminal 4 Concourse N4 International Gates. In addition to the proposed action, this draft EIS retains the airport development plan as the preferred Alternative. All other alternatives have been dropped from detailed consideration. POSITIVE IMPACTS: The landside and airside improvements under the airport development plan would help meet the expected increase in passenger enplanements and other aircraft activity. Obsolete and out-of-date terminal facilities would be replaced by modern, efficient facilities. The project would improve the efficiency of international operations, provide expanded space for Federal Inspection Services facilities. The movement of aircraft between the north and south airfields and terminal complex would be facilitated, and airfield operations would be enhanced due to the development of cross-field taxiways U and V. Modifications to Sky Harbor Boulevard would improve safety and efficiency of ground transport. Passenger access to the West Terminal and the Rental Car Center would be enhanced by the automated people mover. NEGATIVE IMPACTS: Approximately 16.4 acres of privately held property within 92 parcels would be acquired and converted to airport use. The overall levels of air pollutants generated by the airport would increase, but this is largely attributable to growth in enplanements and would occur under the No Action Alternative as well. Six historic resources were identified within the area of potential effect of the airport development plan. An historic mural by Paul Coze would be removed from Terminal 2, but t would be mounted elsewhere. The elevated sections of the new facilities would be visible from this historic Sacred Heart Church, Tovrea Castle, and Pueblo Grande Ruin and Irrigation Sites National Historic Landmark within the Pueblo Grande Museum and Archaeological Park the demolition of Terminal 2 would require actions in areas contaminated by asbestos. Subsurface fuel plumes would also be encountered. Off-airport noise impacts would affect approximately 234 acres of residential land use within the 65-decibel contour, but this would also occur under the No Action Alternative. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 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 05-0450D, Volume 29, Number 4. JF - EPA number: 060039, 292 pages and maps, February 1, 2006 PY - 2006 VL - 1 KW - Air Transportation KW - Aircraft Noise KW - Air Quality KW - Air Quality Assessments KW - Airports KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Historic Sites KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Terminal Facilities KW - Transportation KW - Vegetation Surveys KW - Water Quality Assessments KW - Wildlife Surveys KW - Arizona KW - Department of Transportation Act of 1966, Compliance KW - Federal Aviation Act of 1958, Compliance KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824609?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-02-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHOENIX+SKY+HARBOR+INTERNATIONAL+AIRPORT%2C+PHOENIX%2C+MARICOPA+COUNTY%2C+ARIZONA.&rft.title=PHOENIX+SKY+HARBOR+INTERNATIONAL+AIRPORT%2C+PHOENIX%2C+MARICOPA+COUNTY%2C+ARIZONA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Los Angeles, California; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: February 1, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PHOENIX SKY HARBOR INTERNATIONAL AIRPORT, PHOENIX, MARICOPA COUNTY, ARIZONA. [Part 6 of 8] T2 - PHOENIX SKY HARBOR INTERNATIONAL AIRPORT, PHOENIX, MARICOPA COUNTY, ARIZONA. AN - 756824539; 11910-060039_0006 AB - PURPOSE: The implementation of an airport development program for the Phoenix Sky Harbor International Airport (PHX), Maricopa County, Arizona is proposed. The forecast of aviation demand indicates that passenger enplanements at PHX will increase from 18.6 million passengers in 2003 to 25.2 million in 2015. Currently, the capacity of the airfield exceeds the level of traffic that can be accommodated in the terminal configuration at the desired level of service. Specifically, this draft EIS addresses the following projects and associated developments proposed by the city of Phoenix: demolition of Terminal 2 and ancillary facilities; construction of a new 33-gate West Terminal Complex, including a garage, roadways, and an automated people mover system; construction of replacements for cross field taxiways U and V; modification of Ski Harbor Boulevard; and modification of Terminal 4 Concourse N4 International Gates. In addition to the proposed action, this draft EIS retains the airport development plan as the preferred Alternative. All other alternatives have been dropped from detailed consideration. POSITIVE IMPACTS: The landside and airside improvements under the airport development plan would help meet the expected increase in passenger enplanements and other aircraft activity. Obsolete and out-of-date terminal facilities would be replaced by modern, efficient facilities. The project would improve the efficiency of international operations, provide expanded space for Federal Inspection Services facilities. The movement of aircraft between the north and south airfields and terminal complex would be facilitated, and airfield operations would be enhanced due to the development of cross-field taxiways U and V. Modifications to Sky Harbor Boulevard would improve safety and efficiency of ground transport. Passenger access to the West Terminal and the Rental Car Center would be enhanced by the automated people mover. NEGATIVE IMPACTS: Approximately 16.4 acres of privately held property within 92 parcels would be acquired and converted to airport use. The overall levels of air pollutants generated by the airport would increase, but this is largely attributable to growth in enplanements and would occur under the No Action Alternative as well. Six historic resources were identified within the area of potential effect of the airport development plan. An historic mural by Paul Coze would be removed from Terminal 2, but t would be mounted elsewhere. The elevated sections of the new facilities would be visible from this historic Sacred Heart Church, Tovrea Castle, and Pueblo Grande Ruin and Irrigation Sites National Historic Landmark within the Pueblo Grande Museum and Archaeological Park the demolition of Terminal 2 would require actions in areas contaminated by asbestos. Subsurface fuel plumes would also be encountered. Off-airport noise impacts would affect approximately 234 acres of residential land use within the 65-decibel contour, but this would also occur under the No Action Alternative. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 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 05-0450D, Volume 29, Number 4. JF - EPA number: 060039, 292 pages and maps, February 1, 2006 PY - 2006 VL - 6 KW - Air Transportation KW - Aircraft Noise KW - Air Quality KW - Air Quality Assessments KW - Airports KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Historic Sites KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Terminal Facilities KW - Transportation KW - Vegetation Surveys KW - Water Quality Assessments KW - Wildlife Surveys KW - Arizona KW - Department of Transportation Act of 1966, Compliance KW - Federal Aviation Act of 1958, Compliance KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824539?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-02-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHOENIX+SKY+HARBOR+INTERNATIONAL+AIRPORT%2C+PHOENIX%2C+MARICOPA+COUNTY%2C+ARIZONA.&rft.title=PHOENIX+SKY+HARBOR+INTERNATIONAL+AIRPORT%2C+PHOENIX%2C+MARICOPA+COUNTY%2C+ARIZONA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Los Angeles, California; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: February 1, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PHOENIX SKY HARBOR INTERNATIONAL AIRPORT, PHOENIX, MARICOPA COUNTY, ARIZONA. [Part 5 of 8] T2 - PHOENIX SKY HARBOR INTERNATIONAL AIRPORT, PHOENIX, MARICOPA COUNTY, ARIZONA. AN - 756824530; 11910-060039_0005 AB - PURPOSE: The implementation of an airport development program for the Phoenix Sky Harbor International Airport (PHX), Maricopa County, Arizona is proposed. The forecast of aviation demand indicates that passenger enplanements at PHX will increase from 18.6 million passengers in 2003 to 25.2 million in 2015. Currently, the capacity of the airfield exceeds the level of traffic that can be accommodated in the terminal configuration at the desired level of service. Specifically, this draft EIS addresses the following projects and associated developments proposed by the city of Phoenix: demolition of Terminal 2 and ancillary facilities; construction of a new 33-gate West Terminal Complex, including a garage, roadways, and an automated people mover system; construction of replacements for cross field taxiways U and V; modification of Ski Harbor Boulevard; and modification of Terminal 4 Concourse N4 International Gates. In addition to the proposed action, this draft EIS retains the airport development plan as the preferred Alternative. All other alternatives have been dropped from detailed consideration. POSITIVE IMPACTS: The landside and airside improvements under the airport development plan would help meet the expected increase in passenger enplanements and other aircraft activity. Obsolete and out-of-date terminal facilities would be replaced by modern, efficient facilities. The project would improve the efficiency of international operations, provide expanded space for Federal Inspection Services facilities. The movement of aircraft between the north and south airfields and terminal complex would be facilitated, and airfield operations would be enhanced due to the development of cross-field taxiways U and V. Modifications to Sky Harbor Boulevard would improve safety and efficiency of ground transport. Passenger access to the West Terminal and the Rental Car Center would be enhanced by the automated people mover. NEGATIVE IMPACTS: Approximately 16.4 acres of privately held property within 92 parcels would be acquired and converted to airport use. The overall levels of air pollutants generated by the airport would increase, but this is largely attributable to growth in enplanements and would occur under the No Action Alternative as well. Six historic resources were identified within the area of potential effect of the airport development plan. An historic mural by Paul Coze would be removed from Terminal 2, but t would be mounted elsewhere. The elevated sections of the new facilities would be visible from this historic Sacred Heart Church, Tovrea Castle, and Pueblo Grande Ruin and Irrigation Sites National Historic Landmark within the Pueblo Grande Museum and Archaeological Park the demolition of Terminal 2 would require actions in areas contaminated by asbestos. Subsurface fuel plumes would also be encountered. Off-airport noise impacts would affect approximately 234 acres of residential land use within the 65-decibel contour, but this would also occur under the No Action Alternative. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 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 05-0450D, Volume 29, Number 4. JF - EPA number: 060039, 292 pages and maps, February 1, 2006 PY - 2006 VL - 5 KW - Air Transportation KW - Aircraft Noise KW - Air Quality KW - Air Quality Assessments KW - Airports KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Historic Sites KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Terminal Facilities KW - Transportation KW - Vegetation Surveys KW - Water Quality Assessments KW - Wildlife Surveys KW - Arizona KW - Department of Transportation Act of 1966, Compliance KW - Federal Aviation Act of 1958, Compliance KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824530?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-02-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHOENIX+SKY+HARBOR+INTERNATIONAL+AIRPORT%2C+PHOENIX%2C+MARICOPA+COUNTY%2C+ARIZONA.&rft.title=PHOENIX+SKY+HARBOR+INTERNATIONAL+AIRPORT%2C+PHOENIX%2C+MARICOPA+COUNTY%2C+ARIZONA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Los Angeles, California; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: February 1, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PHOENIX SKY HARBOR INTERNATIONAL AIRPORT, PHOENIX, MARICOPA COUNTY, ARIZONA. [Part 4 of 8] T2 - PHOENIX SKY HARBOR INTERNATIONAL AIRPORT, PHOENIX, MARICOPA COUNTY, ARIZONA. AN - 756824515; 11910-060039_0004 AB - PURPOSE: The implementation of an airport development program for the Phoenix Sky Harbor International Airport (PHX), Maricopa County, Arizona is proposed. The forecast of aviation demand indicates that passenger enplanements at PHX will increase from 18.6 million passengers in 2003 to 25.2 million in 2015. Currently, the capacity of the airfield exceeds the level of traffic that can be accommodated in the terminal configuration at the desired level of service. Specifically, this draft EIS addresses the following projects and associated developments proposed by the city of Phoenix: demolition of Terminal 2 and ancillary facilities; construction of a new 33-gate West Terminal Complex, including a garage, roadways, and an automated people mover system; construction of replacements for cross field taxiways U and V; modification of Ski Harbor Boulevard; and modification of Terminal 4 Concourse N4 International Gates. In addition to the proposed action, this draft EIS retains the airport development plan as the preferred Alternative. All other alternatives have been dropped from detailed consideration. POSITIVE IMPACTS: The landside and airside improvements under the airport development plan would help meet the expected increase in passenger enplanements and other aircraft activity. Obsolete and out-of-date terminal facilities would be replaced by modern, efficient facilities. The project would improve the efficiency of international operations, provide expanded space for Federal Inspection Services facilities. The movement of aircraft between the north and south airfields and terminal complex would be facilitated, and airfield operations would be enhanced due to the development of cross-field taxiways U and V. Modifications to Sky Harbor Boulevard would improve safety and efficiency of ground transport. Passenger access to the West Terminal and the Rental Car Center would be enhanced by the automated people mover. NEGATIVE IMPACTS: Approximately 16.4 acres of privately held property within 92 parcels would be acquired and converted to airport use. The overall levels of air pollutants generated by the airport would increase, but this is largely attributable to growth in enplanements and would occur under the No Action Alternative as well. Six historic resources were identified within the area of potential effect of the airport development plan. An historic mural by Paul Coze would be removed from Terminal 2, but t would be mounted elsewhere. The elevated sections of the new facilities would be visible from this historic Sacred Heart Church, Tovrea Castle, and Pueblo Grande Ruin and Irrigation Sites National Historic Landmark within the Pueblo Grande Museum and Archaeological Park the demolition of Terminal 2 would require actions in areas contaminated by asbestos. Subsurface fuel plumes would also be encountered. Off-airport noise impacts would affect approximately 234 acres of residential land use within the 65-decibel contour, but this would also occur under the No Action Alternative. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 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 05-0450D, Volume 29, Number 4. JF - EPA number: 060039, 292 pages and maps, February 1, 2006 PY - 2006 VL - 4 KW - Air Transportation KW - Aircraft Noise KW - Air Quality KW - Air Quality Assessments KW - Airports KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Historic Sites KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Terminal Facilities KW - Transportation KW - Vegetation Surveys KW - Water Quality Assessments KW - Wildlife Surveys KW - Arizona KW - Department of Transportation Act of 1966, Compliance KW - Federal Aviation Act of 1958, Compliance KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824515?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-02-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHOENIX+SKY+HARBOR+INTERNATIONAL+AIRPORT%2C+PHOENIX%2C+MARICOPA+COUNTY%2C+ARIZONA.&rft.title=PHOENIX+SKY+HARBOR+INTERNATIONAL+AIRPORT%2C+PHOENIX%2C+MARICOPA+COUNTY%2C+ARIZONA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Los Angeles, California; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: February 1, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PHOENIX SKY HARBOR INTERNATIONAL AIRPORT, PHOENIX, MARICOPA COUNTY, ARIZONA. [Part 8 of 8] T2 - PHOENIX SKY HARBOR INTERNATIONAL AIRPORT, PHOENIX, MARICOPA COUNTY, ARIZONA. AN - 756824491; 11910-060039_0008 AB - PURPOSE: The implementation of an airport development program for the Phoenix Sky Harbor International Airport (PHX), Maricopa County, Arizona is proposed. The forecast of aviation demand indicates that passenger enplanements at PHX will increase from 18.6 million passengers in 2003 to 25.2 million in 2015. Currently, the capacity of the airfield exceeds the level of traffic that can be accommodated in the terminal configuration at the desired level of service. Specifically, this draft EIS addresses the following projects and associated developments proposed by the city of Phoenix: demolition of Terminal 2 and ancillary facilities; construction of a new 33-gate West Terminal Complex, including a garage, roadways, and an automated people mover system; construction of replacements for cross field taxiways U and V; modification of Ski Harbor Boulevard; and modification of Terminal 4 Concourse N4 International Gates. In addition to the proposed action, this draft EIS retains the airport development plan as the preferred Alternative. All other alternatives have been dropped from detailed consideration. POSITIVE IMPACTS: The landside and airside improvements under the airport development plan would help meet the expected increase in passenger enplanements and other aircraft activity. Obsolete and out-of-date terminal facilities would be replaced by modern, efficient facilities. The project would improve the efficiency of international operations, provide expanded space for Federal Inspection Services facilities. The movement of aircraft between the north and south airfields and terminal complex would be facilitated, and airfield operations would be enhanced due to the development of cross-field taxiways U and V. Modifications to Sky Harbor Boulevard would improve safety and efficiency of ground transport. Passenger access to the West Terminal and the Rental Car Center would be enhanced by the automated people mover. NEGATIVE IMPACTS: Approximately 16.4 acres of privately held property within 92 parcels would be acquired and converted to airport use. The overall levels of air pollutants generated by the airport would increase, but this is largely attributable to growth in enplanements and would occur under the No Action Alternative as well. Six historic resources were identified within the area of potential effect of the airport development plan. An historic mural by Paul Coze would be removed from Terminal 2, but t would be mounted elsewhere. The elevated sections of the new facilities would be visible from this historic Sacred Heart Church, Tovrea Castle, and Pueblo Grande Ruin and Irrigation Sites National Historic Landmark within the Pueblo Grande Museum and Archaeological Park the demolition of Terminal 2 would require actions in areas contaminated by asbestos. Subsurface fuel plumes would also be encountered. Off-airport noise impacts would affect approximately 234 acres of residential land use within the 65-decibel contour, but this would also occur under the No Action Alternative. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 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 05-0450D, Volume 29, Number 4. JF - EPA number: 060039, 292 pages and maps, February 1, 2006 PY - 2006 VL - 8 KW - Air Transportation KW - Aircraft Noise KW - Air Quality KW - Air Quality Assessments KW - Airports KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Historic Sites KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Terminal Facilities KW - Transportation KW - Vegetation Surveys KW - Water Quality Assessments KW - Wildlife Surveys KW - Arizona KW - Department of Transportation Act of 1966, Compliance KW - Federal Aviation Act of 1958, Compliance KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824491?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-02-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHOENIX+SKY+HARBOR+INTERNATIONAL+AIRPORT%2C+PHOENIX%2C+MARICOPA+COUNTY%2C+ARIZONA.&rft.title=PHOENIX+SKY+HARBOR+INTERNATIONAL+AIRPORT%2C+PHOENIX%2C+MARICOPA+COUNTY%2C+ARIZONA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Los Angeles, California; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: February 1, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PHOENIX SKY HARBOR INTERNATIONAL AIRPORT, PHOENIX, MARICOPA COUNTY, ARIZONA. [Part 3 of 8] T2 - PHOENIX SKY HARBOR INTERNATIONAL AIRPORT, PHOENIX, MARICOPA COUNTY, ARIZONA. AN - 756824471; 11910-060039_0003 AB - PURPOSE: The implementation of an airport development program for the Phoenix Sky Harbor International Airport (PHX), Maricopa County, Arizona is proposed. The forecast of aviation demand indicates that passenger enplanements at PHX will increase from 18.6 million passengers in 2003 to 25.2 million in 2015. Currently, the capacity of the airfield exceeds the level of traffic that can be accommodated in the terminal configuration at the desired level of service. Specifically, this draft EIS addresses the following projects and associated developments proposed by the city of Phoenix: demolition of Terminal 2 and ancillary facilities; construction of a new 33-gate West Terminal Complex, including a garage, roadways, and an automated people mover system; construction of replacements for cross field taxiways U and V; modification of Ski Harbor Boulevard; and modification of Terminal 4 Concourse N4 International Gates. In addition to the proposed action, this draft EIS retains the airport development plan as the preferred Alternative. All other alternatives have been dropped from detailed consideration. POSITIVE IMPACTS: The landside and airside improvements under the airport development plan would help meet the expected increase in passenger enplanements and other aircraft activity. Obsolete and out-of-date terminal facilities would be replaced by modern, efficient facilities. The project would improve the efficiency of international operations, provide expanded space for Federal Inspection Services facilities. The movement of aircraft between the north and south airfields and terminal complex would be facilitated, and airfield operations would be enhanced due to the development of cross-field taxiways U and V. Modifications to Sky Harbor Boulevard would improve safety and efficiency of ground transport. Passenger access to the West Terminal and the Rental Car Center would be enhanced by the automated people mover. NEGATIVE IMPACTS: Approximately 16.4 acres of privately held property within 92 parcels would be acquired and converted to airport use. The overall levels of air pollutants generated by the airport would increase, but this is largely attributable to growth in enplanements and would occur under the No Action Alternative as well. Six historic resources were identified within the area of potential effect of the airport development plan. An historic mural by Paul Coze would be removed from Terminal 2, but t would be mounted elsewhere. The elevated sections of the new facilities would be visible from this historic Sacred Heart Church, Tovrea Castle, and Pueblo Grande Ruin and Irrigation Sites National Historic Landmark within the Pueblo Grande Museum and Archaeological Park the demolition of Terminal 2 would require actions in areas contaminated by asbestos. Subsurface fuel plumes would also be encountered. Off-airport noise impacts would affect approximately 234 acres of residential land use within the 65-decibel contour, but this would also occur under the No Action Alternative. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 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 05-0450D, Volume 29, Number 4. JF - EPA number: 060039, 292 pages and maps, February 1, 2006 PY - 2006 VL - 3 KW - Air Transportation KW - Aircraft Noise KW - Air Quality KW - Air Quality Assessments KW - Airports KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Historic Sites KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Terminal Facilities KW - Transportation KW - Vegetation Surveys KW - Water Quality Assessments KW - Wildlife Surveys KW - Arizona KW - Department of Transportation Act of 1966, Compliance KW - Federal Aviation Act of 1958, Compliance KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824471?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-02-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHOENIX+SKY+HARBOR+INTERNATIONAL+AIRPORT%2C+PHOENIX%2C+MARICOPA+COUNTY%2C+ARIZONA.&rft.title=PHOENIX+SKY+HARBOR+INTERNATIONAL+AIRPORT%2C+PHOENIX%2C+MARICOPA+COUNTY%2C+ARIZONA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Los Angeles, California; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: February 1, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PHOENIX SKY HARBOR INTERNATIONAL AIRPORT, PHOENIX, MARICOPA COUNTY, ARIZONA. [Part 7 of 8] T2 - PHOENIX SKY HARBOR INTERNATIONAL AIRPORT, PHOENIX, MARICOPA COUNTY, ARIZONA. AN - 756824459; 11910-060039_0007 AB - PURPOSE: The implementation of an airport development program for the Phoenix Sky Harbor International Airport (PHX), Maricopa County, Arizona is proposed. The forecast of aviation demand indicates that passenger enplanements at PHX will increase from 18.6 million passengers in 2003 to 25.2 million in 2015. Currently, the capacity of the airfield exceeds the level of traffic that can be accommodated in the terminal configuration at the desired level of service. Specifically, this draft EIS addresses the following projects and associated developments proposed by the city of Phoenix: demolition of Terminal 2 and ancillary facilities; construction of a new 33-gate West Terminal Complex, including a garage, roadways, and an automated people mover system; construction of replacements for cross field taxiways U and V; modification of Ski Harbor Boulevard; and modification of Terminal 4 Concourse N4 International Gates. In addition to the proposed action, this draft EIS retains the airport development plan as the preferred Alternative. All other alternatives have been dropped from detailed consideration. POSITIVE IMPACTS: The landside and airside improvements under the airport development plan would help meet the expected increase in passenger enplanements and other aircraft activity. Obsolete and out-of-date terminal facilities would be replaced by modern, efficient facilities. The project would improve the efficiency of international operations, provide expanded space for Federal Inspection Services facilities. The movement of aircraft between the north and south airfields and terminal complex would be facilitated, and airfield operations would be enhanced due to the development of cross-field taxiways U and V. Modifications to Sky Harbor Boulevard would improve safety and efficiency of ground transport. Passenger access to the West Terminal and the Rental Car Center would be enhanced by the automated people mover. NEGATIVE IMPACTS: Approximately 16.4 acres of privately held property within 92 parcels would be acquired and converted to airport use. The overall levels of air pollutants generated by the airport would increase, but this is largely attributable to growth in enplanements and would occur under the No Action Alternative as well. Six historic resources were identified within the area of potential effect of the airport development plan. An historic mural by Paul Coze would be removed from Terminal 2, but t would be mounted elsewhere. The elevated sections of the new facilities would be visible from this historic Sacred Heart Church, Tovrea Castle, and Pueblo Grande Ruin and Irrigation Sites National Historic Landmark within the Pueblo Grande Museum and Archaeological Park the demolition of Terminal 2 would require actions in areas contaminated by asbestos. Subsurface fuel plumes would also be encountered. Off-airport noise impacts would affect approximately 234 acres of residential land use within the 65-decibel contour, but this would also occur under the No Action Alternative. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 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 05-0450D, Volume 29, Number 4. JF - EPA number: 060039, 292 pages and maps, February 1, 2006 PY - 2006 VL - 7 KW - Air Transportation KW - Aircraft Noise KW - Air Quality KW - Air Quality Assessments KW - Airports KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Historic Sites KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Terminal Facilities KW - Transportation KW - Vegetation Surveys KW - Water Quality Assessments KW - Wildlife Surveys KW - Arizona KW - Department of Transportation Act of 1966, Compliance KW - Federal Aviation Act of 1958, Compliance KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/756824459?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-02-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHOENIX+SKY+HARBOR+INTERNATIONAL+AIRPORT%2C+PHOENIX%2C+MARICOPA+COUNTY%2C+ARIZONA.&rft.title=PHOENIX+SKY+HARBOR+INTERNATIONAL+AIRPORT%2C+PHOENIX%2C+MARICOPA+COUNTY%2C+ARIZONA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Los Angeles, California; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: February 1, 2006 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Multicriteria decision analysis; a comprehensive decision approach for management of contaminated sediments AN - 51308860; 2008-009021 JF - Risk Analysis AU - Linkov, I AU - Satterstrom, F K AU - Kiker, G AU - Seager, T P AU - Bridges, T AU - Gardner, K H AU - Rogers, S H AU - Belluck, D A AU - Meyer, A Y1 - 2006/02// PY - 2006 DA - February 2006 SP - 61 EP - 78 PB - Blackwell Publishers VL - 26 IS - 1 SN - 0272-4332, 0272-4332 KW - United States KW - Missouri River KW - geologic hazards KW - government agencies KW - Europe KW - ecosystems KW - environmental effects KW - remediation KW - ground water KW - New Hampshire KW - environmental management KW - toxicity KW - sediments KW - floods KW - ecology KW - legislation KW - pollution KW - decision-making KW - case studies KW - safety KW - Cocheco River KW - Dover New Hampshire KW - risk assessment KW - water resources KW - public health KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51308860?accountid=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=Risk+Analysis&rft.atitle=Multicriteria+decision+analysis%3B+a+comprehensive+decision+approach+for+management+of+contaminated+sediments&rft.au=Linkov%2C+I%3BSatterstrom%2C+F+K%3BKiker%2C+G%3BSeager%2C+T+P%3BBridges%2C+T%3BGardner%2C+K+H%3BRogers%2C+S+H%3BBelluck%2C+D+A%3BMeyer%2C+A&rft.aulast=Linkov&rft.aufirst=I&rft.date=2006-02-01&rft.volume=26&rft.issue=1&rft.spage=61&rft.isbn=&rft.btitle=&rft.title=Risk+Analysis&rft.issn=02724332&rft_id=info:doi/10.1111%2Fj.539-6924.2006.00713.x L2 - http://www.blackwellpublishing.com/journal.asp?ref=0272-4332 LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2008-01-01 N1 - Number of references - 74 N1 - Document feature - illus. incl. 5 tables N1 - Last updated - 2012-06-07 N1 - CODEN - RIANDF N1 - SubjectsTermNotLitGenreText - case studies; Cocheco River; decision-making; Dover New Hampshire; ecology; ecosystems; environmental effects; environmental management; Europe; floods; geologic hazards; government agencies; ground water; legislation; Missouri River; New Hampshire; pollution; public health; remediation; risk assessment; safety; sediments; toxicity; United States; water resources DO - http://dx.doi.org/10.1111/j.539-6924.2006.00713.x ER - TY - JOUR T1 - Case study; Monteagle Mountain Rockfall Project AN - 50285079; 2006-026709 JF - The Professional Geologist AU - Bateman, Vanessa AU - Anonymous Y1 - 2006/02// PY - 2006 DA - February 2006 SP - 37 PB - American Institute of Professional Geologists, Arvada, CO VL - 43 IS - 1 SN - 0279-0521, 0279-0521 KW - United States KW - rockfalls KW - geologic hazards KW - Monteagle Mountain Rockfall Project KW - Monteagle Mountain KW - case studies KW - safety KW - mass movements KW - Tennessee KW - risk assessment KW - slope stability KW - roads KW - design KW - 30:Engineering geology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50285079?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=The+Professional+Geologist&rft.atitle=Case+study%3B+Monteagle+Mountain+Rockfall+Project&rft.au=Bateman%2C+Vanessa%3BAnonymous&rft.aulast=Bateman&rft.aufirst=Vanessa&rft.date=2006-02-01&rft.volume=43&rft.issue=1&rft.spage=37&rft.isbn=&rft.btitle=&rft.title=The+Professional+Geologist&rft.issn=02790521&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - AIPG 2005 annual meeting N1 - Copyright - GeoRef, Copyright 2013, American Geosciences Institute. N1 - Date revised - 2006-01-01 N1 - PubXState - CO N1 - Last updated - 2013-05-16 N1 - CODEN - PFGLBS N1 - SubjectsTermNotLitGenreText - case studies; design; geologic hazards; mass movements; Monteagle Mountain; Monteagle Mountain Rockfall Project; risk assessment; roads; rockfalls; safety; slope stability; Tennessee; United States ER - TY - RPRT T1 - PHOENIX SKY HARBOR INTERNATIONAL AIRPORT, PHOENIX, MARICOPA COUNTY, ARIZONA. AN - 36347044; 11910 AB - PURPOSE: The implementation of an airport development program for the Phoenix Sky Harbor International Airport (PHX), Maricopa County, Arizona is proposed. The forecast of aviation demand indicates that passenger enplanements at PHX will increase from 18.6 million passengers in 2003 to 25.2 million in 2015. Currently, the capacity of the airfield exceeds the level of traffic that can be accommodated in the terminal configuration at the desired level of service. Specifically, this draft EIS addresses the following projects and associated developments proposed by the city of Phoenix: demolition of Terminal 2 and ancillary facilities; construction of a new 33-gate West Terminal Complex, including a garage, roadways, and an automated people mover system; construction of replacements for cross field taxiways U and V; modification of Ski Harbor Boulevard; and modification of Terminal 4 Concourse N4 International Gates. In addition to the proposed action, this draft EIS retains the airport development plan as the preferred Alternative. All other alternatives have been dropped from detailed consideration. POSITIVE IMPACTS: The landside and airside improvements under the airport development plan would help meet the expected increase in passenger enplanements and other aircraft activity. Obsolete and out-of-date terminal facilities would be replaced by modern, efficient facilities. The project would improve the efficiency of international operations, provide expanded space for Federal Inspection Services facilities. The movement of aircraft between the north and south airfields and terminal complex would be facilitated, and airfield operations would be enhanced due to the development of cross-field taxiways U and V. Modifications to Sky Harbor Boulevard would improve safety and efficiency of ground transport. Passenger access to the West Terminal and the Rental Car Center would be enhanced by the automated people mover. NEGATIVE IMPACTS: Approximately 16.4 acres of privately held property within 92 parcels would be acquired and converted to airport use. The overall levels of air pollutants generated by the airport would increase, but this is largely attributable to growth in enplanements and would occur under the No Action Alternative as well. Six historic resources were identified within the area of potential effect of the airport development plan. An historic mural by Paul Coze would be removed from Terminal 2, but t would be mounted elsewhere. The elevated sections of the new facilities would be visible from this historic Sacred Heart Church, Tovrea Castle, and Pueblo Grande Ruin and Irrigation Sites National Historic Landmark within the Pueblo Grande Museum and Archaeological Park the demolition of Terminal 2 would require actions in areas contaminated by asbestos. Subsurface fuel plumes would also be encountered. Off-airport noise impacts would affect approximately 234 acres of residential land use within the 65-decibel contour, but this would also occur under the No Action Alternative. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 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 05-0450D, Volume 29, Number 4. JF - EPA number: 060039, 292 pages and maps, February 1, 2006 PY - 2006 KW - Air Transportation KW - Aircraft Noise KW - Air Quality KW - Air Quality Assessments KW - Airports KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Cultural Resources Surveys KW - Demolition KW - Energy Consumption Assessments KW - Historic Sites KW - Historic Sites Surveys KW - Impact Assessment Methodology KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Terminal Facilities KW - Transportation KW - Vegetation Surveys KW - Water Quality Assessments KW - Wildlife Surveys KW - Arizona KW - Department of Transportation Act of 1966, Compliance KW - Federal Aviation Act of 1958, Compliance KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36347044?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-02-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PHOENIX+SKY+HARBOR+INTERNATIONAL+AIRPORT%2C+PHOENIX%2C+MARICOPA+COUNTY%2C+ARIZONA.&rft.title=PHOENIX+SKY+HARBOR+INTERNATIONAL+AIRPORT%2C+PHOENIX%2C+MARICOPA+COUNTY%2C+ARIZONA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Los Angeles, California; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: February 1, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - JUNEAU ACCESS IMPROVEMENTS, JUNEAU ALASKA (DRAFT SUPPLEMENT TO THE DRAFT EIS OF JULY 1997). AN - 36340252; 11911 AB - PURPOSE: The improvement of surface transportation within the Lynn Canal/Taiya corridor between Juneau and Haines/Skagway in southern Alaska is proposed. Juneau, the state capital and third largest city in the state, does not have direct highway access. Since the 1920's, a wide array of studies have been undertaken by those interested in a highway linking Juneau with the towns of Haines or Skagway, Alaska, or Atlin, British Columbia. Haines and Skagway both have direct highway access to the Alaska Highway that connects with the Continental Highway System. The ferry system now used to access Juneau is operating at capacity, has limited flexibility, and high user costs. Issues identified during the scoping process include the effects of improved vehicular access on quality of life of residents; and the effects of transportation improvements on Berners Bay, an area populated by sea lions and bald eagles. Three alternatives, including a No Action Alternative (Alternative 1), were considered in the draft EIS of July 1997. Ten alternatives, including a No Action Alternative, were considered in this supplemental draft EIS of January 2005. Seven alternatives, including a No Action ALTERNATIVE, are considered in this draft EIS. Alternatives presently under consideration consist of a combination of highway and ferry routes and improved ferry service in Lynn Canal. Under the preferred Alternative (Alternative 2B), a 50.8-mile two-lane highway would be constructed from the end of Glacier Highway at Echo Cave around Berners Bay and along the eastern coast of Lynn Canal to a point north of the Katzehin River delta. Shuttle ferry service would be provided to both Skagway and Haines from a new terminal at Katzehin. The Haines to Skagway shuttle service would continue to operate, with two new shuttle ferries and the M/V Aurora forming a three-vessel system. Mainline Alaska Marine Highway Service would end at Auke Bay and the M/V Fairweather would no longer operate in the Lynn Canal. Initial capital cost of the preferred Alternative is estimated at $258 million. The 30-year life cycle costs for the project are estimated at $352 million. Annual operation and maintenance costs are estimated at $9.0 million. Net present value of the preferred Alternative is estimated at $70 million. POSITIVE IMPACTS: Under the preferred Alternative, convenience and safety would be improved, user costs would decrease, and transportation capacity would increase to meet project demand. The tourist industry and the southern Alaska economy would benefit from increased visitation. The project would increase employment rolls in the area by 200 jobs in Juneau, 55 jobs in Skagway, and 65 jobs in Haines. NEGATIVE IMPACTS: The highway would traverse 46 streams, including nine streams that support anadromous fish, and the project would displace 428 acres of terrestrial habitat, 70 acres of wetland habitat, and 36.4 acres of essential fish habitat. Project facilities would lie within 330 feet of 49 eagle nests and 0.5 mile of 92 eagle nests. The capacity for approximately 32 bears, 32 martins, and one mountain goat would be lost. LEGAL MANDATES: Endangered Species Act of 1973 (16 U.S.C. 1531 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstracts of the draft EIS and the draft supplement, see 97-0285D, Volume 21, Number 4 and 05-0416D, Volume 29, Number 3, respectively. JF - EPA number: 060040, 487 pages, February 1, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-AK-EIS-97-01-F KW - Air Quality Assessments KW - Birds KW - Bridges KW - Employment KW - Endangered Species (Animals) KW - Ferries KW - Fish KW - Fisheries Surveys KW - Floodplains KW - Forests KW - Highways KW - Hydrologic Assessments KW - Impact Assessment Methodology KW - Noise Assessments KW - Roads KW - Section 404(b) Statements KW - Socioeconomic Assessments KW - Streams KW - Traffic Analyses KW - Transportation KW - Visual Resources Surveys KW - Water Quality Assessments KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Wildlife Surveys KW - Alaska KW - Tongass National Forest KW - Endangered Species Act of 1973, Animals KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - River and Harbor Act of 1899, Section 10 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36340252?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-02-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JUNEAU+ACCESS+IMPROVEMENTS%2C+JUNEAU+ALASKA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+EIS+OF+JULY+1997%29.&rft.title=JUNEAU+ACCESS+IMPROVEMENTS%2C+JUNEAU+ALASKA+%28DRAFT+SUPPLEMENT+TO+THE+DRAFT+EIS+OF+JULY+1997%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Juneau, Alaska; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: February 1, 2006 N1 - Last updated - 2014-01-30 ER - TY - JOUR T1 - Quantitative Determination of Sildenafil (Viagra registered ) and Its Metabolite (UK-103,320) in Fluid and Tissue Specimens Obtained from Six Aviation Fatalities AN - 17227082; 6943628 AB - During the investigation of aviation accidents, postmortem samples from victims are submitted to the Federal Aviation Administration's Civil Aerospace Medical Institute for toxicological analysis. This report presents a rapid and reliable method for the identification and quantitation of sildenafil (Viagra registered ) and its active metabolite, UK-103,320. This procedure utilizes sildenafil-d8 as an internal standard for more accurate and reliable quantitation. The quantitation of sildenafil and UK-103,320 in postmortem fluid and tissue specimens obtained from victims from six separate aviation fatalities is described. The method incorporates solid-phase extraction and liquid chromatography-tandem mass spectrometry (LC-MS-MS) and MS-MS-MS utilizing an atmospheric pressure chemical ionization ion trap MS in the positive chemical ionization mode. Solid-phase extraction provided an efficient sample extraction yielding recoveries ranging from 79 to 88%. The limits of detection for sildenafil and UK-103,320 were 0.39 and 0.19 ng/mL, respectively. The linear dynamic range for both compounds was 0.78-800 ng/mL. The current method proved to be simple, accurate, and robust for the identification and quantitation of sildenafil and UK-103,320 in postmortem fluids and tissues. JF - Journal of Analytical Toxicology AU - Lewis, R J AU - Johnson, R D AU - Blank, CL AD - Civil Aerospace Medical Institute, Federal Aviation Administration, Bioaeronautical Sciences Research Laboratory, AAM-610, P.O. Box 25082, Oklahoma City, Oklahoma 73125, USA Y1 - 2006/02// PY - 2006 DA - Feb 2006 SP - 14 EP - 20 VL - 30 IS - 1 SN - 0146-4760, 0146-4760 KW - Toxicology Abstracts KW - Accidents KW - Sildenafil KW - Metabolites KW - Atmospheric pressure KW - Quantitation KW - Ionization KW - Mass spectroscopy KW - X 24222:Analytical procedures UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17227082?accountid=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=Quantitative+Determination+of+Sildenafil+%28Viagra+registered+%29+and+Its+Metabolite+%28UK-103%2C320%29+in+Fluid+and+Tissue+Specimens+Obtained+from+Six+Aviation+Fatalities&rft.au=Lewis%2C+R+J%3BJohnson%2C+R+D%3BBlank%2C+CL&rft.aulast=Lewis&rft.aufirst=R&rft.date=2006-02-01&rft.volume=30&rft.issue=1&rft.spage=14&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 - 2006-08-01 N1 - Last updated - 2015-03-25 N1 - SubjectsTermNotLitGenreText - Accidents; Atmospheric pressure; Metabolites; Sildenafil; Ionization; Quantitation; Mass spectroscopy ER - TY - CPAPER T1 - FHWA's Clarus Initiative: Concept of Operations and Associated Research T2 - 22nd Conference on Interactive Information Processing Systems (IIPS 2006) AN - 39661572; 4056526 DE: JF - 22nd Conference on Interactive Information Processing Systems (IIPS 2006) AU - Pisano, Paul A AU - Pol, J S AU - Goodwin, L C AU - Stern, A D Y1 - 2006/01/29/ PY - 2006 DA - 2006 Jan 29 KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39661572?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=22nd+Conference+on+Interactive+Information+Processing+Systems+%28IIPS+2006%29&rft.atitle=FHWA%27s+Clarus+Initiative%3A+Concept+of+Operations+and+Associated+Research&rft.au=Pisano%2C+Paul+A%3BPol%2C+J+S%3BGoodwin%2C+L+C%3BStern%2C+A+D&rft.aulast=Pisano&rft.aufirst=Paul&rft.date=2006-01-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=22nd+Conference+on+Interactive+Information+Processing+Systems+%28IIPS+2006%29&rft.issn=&rft_id=info:doi/ L2 - http://ams.confex.com/ams/Annual2006/techprogram/program_307.htm LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - JOUR T1 - Quantitation of atenolol, metoprolol, and propranolol in postmortem human fluid and tissue specimens via LC/APCI-MS. AN - 70677960; 16410160 AB - Hypertension is a growing medical concern in the United States. With the number of Americans suffering from hypertension increasing, the use of antihypertensives such as beta-blockers is increasing as well. In fact, three beta-blockers - atenolol, metoprolol and propranolol - were among the 200 most prescribed medications in the United States in 2003. Pilots that successfully manage their hypertension can remain certified to fly. The Federal Aviation Administration currently designates approximately 8% of active pilots as "hypertensive with medication". The Civil Aerospace Medical Institute (CAMI) performs toxicological evaluation on victims of fatal aviation accidents. At CAMI beta-blockers are analyzed using gas chromatography with mass spectrometric detection. We have, however, recently developed a liquid chromatography with mass spectrometric detection (LC/MS) method for the simultaneous quantitation of three commonly prescribed beta-blockers, atenolol, metoprolol and propranolol. One advantage of our LC/MS method is the specificity provided by an ion trap MS. Utilizing an ion trap MS, we were able to conduct MS/MS and MS/MS/MS on each analyte. This method also eliminates the time-consuming and costly derivitization step necessary during GC/MS analysis. Additionally, by utilizing this novel method, any concerns about beta-blocker metabolite and/or sample matrix interference are eliminated. The limits of detection for this method ranged from 0.39 to 0.78 ng/mL and the linear dynamic range was generally 1.6-3200 ng/mL. The extraction efficiencies for each analyte ranged from 58% to 82%. This method was successfully applied to postmortem fluid and tissue specimens obtained from victims of three separate aviation accidents. JF - Forensic science international AU - Johnson, Robert D AU - Lewis, Russell J AD - Civil Aerospace Medical Institute, Federal Aviation Administration, Analytical Toxicology and Accident Research Laboratory, AAM-610, CAMI Building, RM 205, 6500 S. Macarthur Blvd, Oklahoma City, OK 73169-6901, USA. r.d.johnson@faa.gov Y1 - 2006/01/27/ PY - 2006 DA - 2006 Jan 27 SP - 106 EP - 117 VL - 156 IS - 2-3 SN - 0379-0738, 0379-0738 KW - Adrenergic beta-Antagonists KW - 0 KW - Atenolol KW - 50VV3VW0TI KW - Propranolol KW - 9Y8NXQ24VQ KW - Metoprolol KW - GEB06NHM23 KW - Index Medicus KW - Molecular Structure KW - Atenolol -- chemistry KW - Atenolol -- analysis KW - Metoprolol -- chemistry KW - Humans KW - Forensic Medicine -- methods KW - Aerospace Medicine KW - Atmospheric Pressure KW - Propranolol -- chemistry KW - Propranolol -- analysis KW - Metoprolol -- analysis KW - Adrenergic beta-Antagonists -- analysis KW - Spectrometry, Mass, Electrospray Ionization KW - Postmortem Changes KW - Adrenergic beta-Antagonists -- chemistry KW - Chromatography, High Pressure Liquid UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/70677960?accountid=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=Forensic+science+international&rft.atitle=Quantitation+of+atenolol%2C+metoprolol%2C+and+propranolol+in+postmortem+human+fluid+and+tissue+specimens+via+LC%2FAPCI-MS.&rft.au=Johnson%2C+Robert+D%3BLewis%2C+Russell+J&rft.aulast=Johnson&rft.aufirst=Robert&rft.date=2006-01-27&rft.volume=156&rft.issue=2-3&rft.spage=106&rft.isbn=&rft.btitle=&rft.title=Forensic+science+international&rft.issn=03790738&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2006-03-23 N1 - Date created - 2006-01-13 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-18 ER - TY - RPRT T1 - LOS ANGELES UNION STATION RUN-THROUGH TRACKS PROJECT, LOS ANGELES, LOS ANGELES COUNTY, CALIFORNIA. AN - 36340211; 11904 AB - PURPOSE: The construction and operation of run-through tracks at Union Station in Los Angeles, California is proposed. The new tracks would extend four of the platform tracks at the station and connect them to the southbound mainline. The project would include other track and platform improvements at the station. As the focal point of passenger rail travel in southern California, Union Station serves an average of 159 revenue passenger trains each weekday. The demand for train travel to and from the station is expected to increase over the foreseeable future. Access to the station is not provided directly via mainline tracks, but rather via a set of lead tracks. The current operation of the station requires trains to pull into the terminal, then reverse their direction of travel after loading or unloading passengers. Since all trains must enter and exit through the same set of lead tracks to connect to the mainline, they are subject to delays either at the station platforms or on the connecting tracks while awaiting a slot at the platforms or access back onto the mainlines. This final EIS considers two run-through track alternatives and a No Action Alternative. Action Alternative A would extend some bi-directional running tracks from the existing stub-end track configuration to the south and east to provide run-through capabilities for four of the 10 stub-end tracks. Tracks 3 to 6 would extend south of Union Station on the bridge over the El Monte Bus Way and US 101, then transition to two tracks at the freeway median. Action Alternative A-1 would provide a bridge over US 101 to accommodate four run-through tracks. After crossing US 101, the four tracks would transition to two, and the trestle would extend east along the north side of Commercial Street, then turn south such that the tracks would descent to grade and reconnect to the existing mainline tracks along the west bank of the Los Angeles River. Both action alternatives would include a new Amtrak Mail Transfer Facility to be constructed at Redondo Junction; modifications to switches and tracks in the area where trains enter/exit the station to provide linkages to new platforms; elimination of the existing Mail Facility along the northeastern side of the station to accommodate the new platforms; construction of two new platforms and reintroduction of four tracks at the east end of the station; raising the elevation of the existing platforms and the associated tracks to match the elevation of the new railroad bridge structure over the El Monte Bus Way and US 101 for the run through tracks; reconstruction of portions of the passenger tunnel and associated ramps to accommodate the new and reconstructed platforms; and reconstruction of the service/baggage-handling road at the south end of the platforms. POSITIVE IMPACTS: The project would address the need to improve the efficiency and reliability of trains using Union Station, improve pedestrian access and connectivity, and increase station capacity to accommodate future increased in the number of trains passing through the station. Planned growth of services would be accommodated. Other improvements to tracks and to platforms would enhance pedestrian access and the functionality of the platforms, while also improving connectivity with other transit modes, including light rail transit, the subway system, and buses. NEGATIVE IMPACTS: The acquisition of three or four parcels of land, two commercial sites, and one or three aerial easements would be required, and on-street parking spaces would be displaced. Two archaeological sites would be affected, and paleontological resources could be encountered during construction. Construction activities would occur on unstable slopes in some areas, and erosion would accelerate significantly during construction. Contaminated soils and groundwater and other hazardous materials, including gas, could be encountered by construction workers. The structures could be affected by subsidence. Operation of the new tracks could result in noise levels in excess of federal standards at one sensitive receptor site. The new structures would mar visual aesthetics in the vicinity of the station. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0227D, Volume 29, Number 2. JF - EPA number: 060033, 781 pages, January 26, 2006 PY - 2006 KW - Roads and Railroads KW - Air Quality Assessments KW - Archaeological Sites KW - Archaeological Sites Surveys KW - Cultural Resources Surveys KW - Demolition KW - Easements KW - Hazardous Materials KW - Health Hazard Analyses KW - Hydrologic Assessments KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Paleontological Sites KW - Railroads KW - Railroad Structures KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Subsidence KW - Terminal Facilities KW - Traffic Analyses KW - Transportation KW - Tunnels (Railroads) KW - Visual Resources KW - Water Quality Assessments KW - California KW - Department of Transportation Act of 1966, Archaeologic Sites 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/36340211?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-01-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOS+ANGELES+UNION+STATION+RUN-THROUGH+TRACKS+PROJECT%2C+LOS+ANGELES%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=LOS+ANGELES+UNION+STATION+RUN-THROUGH+TRACKS+PROJECT%2C+LOS+ANGELES%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: January 26, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - SOUTH VALLEY CORRIDOR PROJECT, SPOKANE COUNTY, WASHINGTON. AN - 16355587; 11893 AB - PURPOSE: The construction and operation of a light rail transit (LRT) system within the South Valley corridor of the Spokane area in Spokane County, Washington are proposed. Despite aggressive development of a traditional roadway network, the Spokane region has experienced a 300 percent increase in measured traffic congestion since 1990, at an estimated annual cost of $32 million. Moreover, in 1998, the region was designated as a serious nonattainment area for air quality due to high levels of carbon monoxide, though recent developments have improved air quality in the area. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. Action alternatives include a separate-track LRT lines, a shared-track LRT line, bus rapid transit alternative (two options), and a combined minimum operable segment alternative consisting of an LRT line extending to University City, with BRT provisions extending to Liberty Lake. The separate-track and shared-track LRT alternatives, respectively extend 16.1 miles and 15.5. Respective eastern termini are at Mother Road in Liberty Lake and the Liberty Lake Transit Center. Under the separate-track LRT alternative, trains would travel on separate east and west tracks, both of which would be separated from the freight railroad track on the same alignment. Four bridges would be required. The shared-track LRT alternative would provide for a single track, with passing tracks, for both eastbound and westbound service. The tracks of the Union Pacific Railroad (UPRR) would be used between Fancher and Argonne roads. Either LRT alternative would be accessed via 14 stations. Seven park-and-ride lots would accommodate 2,450 cars. Maintenance and storage facilities located on a 15- or 20.5-acre tract would support the system. The BRT options would extend 15.5 or 16 miles, with the eastern terminus at the Liberty Lake Transit Center, and provide access via 13 or 14 pairs of stations. Six park-and-ride lots would accommodate 815 cars. A one-acre maintenance and storage facility would service either BRT system. The combined minimum alternative would provide for an LRT to University City and a BRT to Liberty Lake. The LRT would run on a shared, single-track system and use the UPRR tracks between Lacey and Havanna streets and between Fancher and Argonne roads. Eight LRT and six BRT stations would provide access to the system. Seven parking lots would accommodate 1,015 cars. A five acre site would provide for storage and maintenance requirements. Capital costs of the shared- and separate-track LRT alternatives are estimated at $226 million to $408 million and $658 million, respectively. Cost estimates for the BRT options are $61 million and $65 million and, for the minimum operable segment option, cost is estimated at $157 million. POSITIVE IMPACTS: The project would improve the existing urban transportation system in the South Valley corridor of the Spokane metropolitan area. The LRT option would provide for modal choice in an integrated, balanced regional transportation network that would be less dependent on road expansion, new construction of roads, and conversion of urban real estate to parking facilities. Regional activity centers would be linked via high capacity transit, enhancing mobility for the growing population and labor force by taking advantage of a former railroad rights-of-way in the South Valley corridor. NEGATIVE IMPACTS: The new LRT system would create 20.1 acres of impervious surface, while the BRT systems would create 5.32 to 5.43 acres the minimum operable segment alternative 6.32 acres such surface; impermeable surface increases runoff and decreases soil filtering, which combine to degrade water quality in receiving streams. LRT options would require displacement of three or four businesses, the BRT options one business, and the minimum operable segment alternative two businesses. The LRT would result in train-related noise levels in excess of federal standards in the vicinity of 398 sensitive receptors, though mitigation measures could reduce the number of affected sites to zero. A total of 43 sites would be affected by excessive noise levels under the minimum operable segment alternative but, once again, all noise impacts could be eliminated by mitigation. Under the shared-track LRT or minimum operable segment alternative 1.8 miles or 2.9 miles of LRT routing would coincide with freight train routing. The LRT and minimum operable segment alternatives would affect one historic property. LEGAL MANDATES: Federal Transit Law (49 U.S.C. 5301 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 060022, 368 pages, January 19, 2006 PY - 2006 KW - Roads and Railroads KW - Air Quality Assessments KW - Highways KW - Historic Sites KW - Impact Assessment Methodology KW - Motor Vehicles KW - Noise Assessments KW - Noise Control KW - Noise Standards Violations KW - Parking KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Traffic Analyses KW - Transportation KW - Water Quality KW - Washington 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/16355587?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-01-19&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+VALLEY+CORRIDOR+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.title=SOUTH+VALLEY+CORRIDOR+PROJECT%2C+SPOKANE+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Draft. Preparation date: January 19, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - WILLIS AVENUE BRIDGE RECONSTRUCTION PROJECT, NEW YORK AND BRONX COUNTIES, NEW YORK. AN - 16340231; 11890 AB - PURPOSE: The reconstruction of the 100-year-old Willis Avenue Bridge over the Harlem River between Manhattan and the Bronx, New York City, New York is proposed. The bridge provides a continuous street rid system between upper Manhattan in New York County and the southwest Bronx in Bronx County as well as providing a connecting from the northbound Franklin D. Roosevelt (FDR) Drive to the Major Deegan Expressway and Bruckner Boulevard. The bridge is open for one-way. Bronx-bound vehicular travel with complementary Manhattan-bound service provided no the Third Avenue Bridge, several blocks to the north. The bridge serves the dual function of linking the street grid systems of the two boroughs and providing key access between several regional highways as a toll-free alternative to the Triborough Bridge. Like most Harlem River moveable bridges, the Willis Avenue Bridge is a swing bridge that was constructed near the turn of the Twentieth Century; the bridge pivots open about a vertical access for navigational purposes. Opened to traffic in August 1901, the bridge consists of a swing span with a single flanking through truss span and multi-girder approaches. Eleven alternatives, including a No-Build Alternative, are considered in this final EIS. Under the preferred alternative, the proposed project would completely replace the river crossing with a new swing span and flaking girder spans on each site on a new alignment immediately south and slightly skewed to the existing bridge alignment. Four lanes of traffic would be maintained on the bridge mainline, as is the case on the existing bridge. All new steel approaches and ramps would transition back to the existing confections with the street and arterial highway networks. The First Avenue approach and FDR Drive ramp would be replaced on new alignments with standard radius curves. The Willis Avenue approach would be replaced on an alignment similar to its existing alignment, which would provide a standard radius curve and eliminate all columns in Willis Avenue and Bruckner Boulevard below the approach. The Bruckner Boulevard ramp would be replaced on a new alignment and brought up to standard. The proposed off-line replacement bridge, which would begin construction in 2007, would have an estimated cost of $314 million in 2010 dollars. POSITIVE IMPACTS: Bridge reconstruction would improve lane width and geometry of the structure and its approach ramps, reduce the accident rate, increase the bridge's load carrying capacity, improve the bridge's bicycle and pedestrian facilities, and adjust all structural and seismic deficiencies. NEGATIVE IMPACTS: The existing Willis Avenue Bridge, which is a historic structure, would be demolished. Construction activities would result in noise emissions in excess of federal standards affecting noise-sensitive sites. Residential and commercial relocations would be required. 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 05-0661D, Volume 29, Number 4. JF - EPA number: 060019, 37511 pages and maps, January 17, 2006 PY - 2006 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-03-02-F KW - Bridges KW - Cultural Resources Surveys KW - Demolition KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Navigation KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Urban Structures KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - 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/16340231?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-01-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WILLIS+AVENUE+BRIDGE+RECONSTRUCTION+PROJECT%2C+NEW+YORK+AND+BRONX+COUNTIES%2C+NEW+YORK.&rft.title=WILLIS+AVENUE+BRIDGE+RECONSTRUCTION+PROJECT%2C+NEW+YORK+AND+BRONX+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2006-10-01 N1 - SuppNotes - Final. Preparation date: January 17, 2006 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - SYRACUSE ROAD, 1000 WEST TO 2000 WEST, SYRACUSE, UTAH. [Part 3 of 5] T2 - SYRACUSE ROAD, 1000 WEST TO 2000 WEST, SYRACUSE, UTAH. AN - 36389027; 11871-060001_0003 AB - PURPOSE: The improvement of one mile of Syracuse Road from 1000 West to 200 West in Syracuse, Davis County, Utah is proposed. Syracuse Road (also known as State Route 108, 1700 South, and Antelope Drive functions as the primary east-west transportation corridor in northwestern Davis County, an area experiencing a rapid transition from an agricultural environment to a suburban development. The population of Syracuse more than doubled between 1990 and 2000 and is expected to reach build-out population between 2020 and 2030. Currently Syracuse Road operates at a failing level of service, with 20,000 vehicles per day using the facility. Proposed improvements would include widening the existing two-lane roadway to a consistent five-lane cross-section featuring two travel lanes in each direction and a two-way left-turn lane, with shoulders, curb-and-gutter accommodations, park strips, and sidewalks. Three alternatives, including a No-Action Alternative, are considered in this draft EIS. The two action alternatives would widen the facility to the north or to the south. Widening to the south has been identified as the most beneficial and least environmentally damaging alternatives, but no preferred alternative has yet been identified. POSITIVE IMPACTS: By increasing the capacity of Syracuse Road, the project would provide increased capacity within the corridor to meet existing and future travel demand and provide a safe multi-modal facility to access major employment, commercial, and recreation centers. Improved mobility would facilitate the development of vacant parcels. Pedestrian and bicyclist mobility and safety would be enhanced. NEGATIVE IMPACTS: Depending on the action Alternative selected, rights-of-way requirements would displace three to 5.5 acres of residential, 1.3 to 1.5 acres of commercial, and 0.32 to 2.8 acres of agricultural land. From 23 to 41 residences and one to two businesses and, possibly, one business/residence would be displaced. The extent of impervious surface would increase from four to 12 acres, increasing the 10-year peak flood flow for he project area from roughly 20 cubic feet per second (cfs) to 60 cfs. From 10 to 19 historic structures would be affected adversely by highway development and use. Traffic-generated noise levels would exceed federal standards at 27 to 40 residents, one museum, and one to three businesses, though, except for the museum, levels would generally be lower and fewer violations would occur than under the No Action Alternative. The corridor's visual aesthetics would be degraded by highway expansion and development prompted by increased corridor capacity. 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: 060001, 781 pages and maps, January 5, 2006 PY - 2006 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-05-01-D KW - Cultural Resources Assessments KW - Farmlands KW - Highways KW - Historic Sites Surveys KW - Museums KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Utah 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/36389027?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-01-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SYRACUSE+ROAD%2C+1000+WEST+TO+2000+WEST%2C+SYRACUSE%2C+UTAH.&rft.title=SYRACUSE+ROAD%2C+1000+WEST+TO+2000+WEST%2C+SYRACUSE%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 5, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SYRACUSE ROAD, 1000 WEST TO 2000 WEST, SYRACUSE, UTAH. [Part 4 of 5] T2 - SYRACUSE ROAD, 1000 WEST TO 2000 WEST, SYRACUSE, UTAH. AN - 36379142; 11871-060001_0004 AB - PURPOSE: The improvement of one mile of Syracuse Road from 1000 West to 200 West in Syracuse, Davis County, Utah is proposed. Syracuse Road (also known as State Route 108, 1700 South, and Antelope Drive functions as the primary east-west transportation corridor in northwestern Davis County, an area experiencing a rapid transition from an agricultural environment to a suburban development. The population of Syracuse more than doubled between 1990 and 2000 and is expected to reach build-out population between 2020 and 2030. Currently Syracuse Road operates at a failing level of service, with 20,000 vehicles per day using the facility. Proposed improvements would include widening the existing two-lane roadway to a consistent five-lane cross-section featuring two travel lanes in each direction and a two-way left-turn lane, with shoulders, curb-and-gutter accommodations, park strips, and sidewalks. Three alternatives, including a No-Action Alternative, are considered in this draft EIS. The two action alternatives would widen the facility to the north or to the south. Widening to the south has been identified as the most beneficial and least environmentally damaging alternatives, but no preferred alternative has yet been identified. POSITIVE IMPACTS: By increasing the capacity of Syracuse Road, the project would provide increased capacity within the corridor to meet existing and future travel demand and provide a safe multi-modal facility to access major employment, commercial, and recreation centers. Improved mobility would facilitate the development of vacant parcels. Pedestrian and bicyclist mobility and safety would be enhanced. NEGATIVE IMPACTS: Depending on the action Alternative selected, rights-of-way requirements would displace three to 5.5 acres of residential, 1.3 to 1.5 acres of commercial, and 0.32 to 2.8 acres of agricultural land. From 23 to 41 residences and one to two businesses and, possibly, one business/residence would be displaced. The extent of impervious surface would increase from four to 12 acres, increasing the 10-year peak flood flow for he project area from roughly 20 cubic feet per second (cfs) to 60 cfs. From 10 to 19 historic structures would be affected adversely by highway development and use. Traffic-generated noise levels would exceed federal standards at 27 to 40 residents, one museum, and one to three businesses, though, except for the museum, levels would generally be lower and fewer violations would occur than under the No Action Alternative. The corridor's visual aesthetics would be degraded by highway expansion and development prompted by increased corridor capacity. 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: 060001, 781 pages and maps, January 5, 2006 PY - 2006 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-05-01-D KW - Cultural Resources Assessments KW - Farmlands KW - Highways KW - Historic Sites Surveys KW - Museums KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Utah 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/36379142?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-01-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SYRACUSE+ROAD%2C+1000+WEST+TO+2000+WEST%2C+SYRACUSE%2C+UTAH.&rft.title=SYRACUSE+ROAD%2C+1000+WEST+TO+2000+WEST%2C+SYRACUSE%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 5, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SYRACUSE ROAD, 1000 WEST TO 2000 WEST, SYRACUSE, UTAH. [Part 1 of 5] T2 - SYRACUSE ROAD, 1000 WEST TO 2000 WEST, SYRACUSE, UTAH. AN - 36378986; 11871-060001_0001 AB - PURPOSE: The improvement of one mile of Syracuse Road from 1000 West to 200 West in Syracuse, Davis County, Utah is proposed. Syracuse Road (also known as State Route 108, 1700 South, and Antelope Drive functions as the primary east-west transportation corridor in northwestern Davis County, an area experiencing a rapid transition from an agricultural environment to a suburban development. The population of Syracuse more than doubled between 1990 and 2000 and is expected to reach build-out population between 2020 and 2030. Currently Syracuse Road operates at a failing level of service, with 20,000 vehicles per day using the facility. Proposed improvements would include widening the existing two-lane roadway to a consistent five-lane cross-section featuring two travel lanes in each direction and a two-way left-turn lane, with shoulders, curb-and-gutter accommodations, park strips, and sidewalks. Three alternatives, including a No-Action Alternative, are considered in this draft EIS. The two action alternatives would widen the facility to the north or to the south. Widening to the south has been identified as the most beneficial and least environmentally damaging alternatives, but no preferred alternative has yet been identified. POSITIVE IMPACTS: By increasing the capacity of Syracuse Road, the project would provide increased capacity within the corridor to meet existing and future travel demand and provide a safe multi-modal facility to access major employment, commercial, and recreation centers. Improved mobility would facilitate the development of vacant parcels. Pedestrian and bicyclist mobility and safety would be enhanced. NEGATIVE IMPACTS: Depending on the action Alternative selected, rights-of-way requirements would displace three to 5.5 acres of residential, 1.3 to 1.5 acres of commercial, and 0.32 to 2.8 acres of agricultural land. From 23 to 41 residences and one to two businesses and, possibly, one business/residence would be displaced. The extent of impervious surface would increase from four to 12 acres, increasing the 10-year peak flood flow for he project area from roughly 20 cubic feet per second (cfs) to 60 cfs. From 10 to 19 historic structures would be affected adversely by highway development and use. Traffic-generated noise levels would exceed federal standards at 27 to 40 residents, one museum, and one to three businesses, though, except for the museum, levels would generally be lower and fewer violations would occur than under the No Action Alternative. The corridor's visual aesthetics would be degraded by highway expansion and development prompted by increased corridor capacity. 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: 060001, 781 pages and maps, January 5, 2006 PY - 2006 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-05-01-D KW - Cultural Resources Assessments KW - Farmlands KW - Highways KW - Historic Sites Surveys KW - Museums KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Utah 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/36378986?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-01-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SYRACUSE+ROAD%2C+1000+WEST+TO+2000+WEST%2C+SYRACUSE%2C+UTAH.&rft.title=SYRACUSE+ROAD%2C+1000+WEST+TO+2000+WEST%2C+SYRACUSE%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 5, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SYRACUSE ROAD, 1000 WEST TO 2000 WEST, SYRACUSE, UTAH. [Part 2 of 5] T2 - SYRACUSE ROAD, 1000 WEST TO 2000 WEST, SYRACUSE, UTAH. AN - 36378878; 11871-060001_0002 AB - PURPOSE: The improvement of one mile of Syracuse Road from 1000 West to 200 West in Syracuse, Davis County, Utah is proposed. Syracuse Road (also known as State Route 108, 1700 South, and Antelope Drive functions as the primary east-west transportation corridor in northwestern Davis County, an area experiencing a rapid transition from an agricultural environment to a suburban development. The population of Syracuse more than doubled between 1990 and 2000 and is expected to reach build-out population between 2020 and 2030. Currently Syracuse Road operates at a failing level of service, with 20,000 vehicles per day using the facility. Proposed improvements would include widening the existing two-lane roadway to a consistent five-lane cross-section featuring two travel lanes in each direction and a two-way left-turn lane, with shoulders, curb-and-gutter accommodations, park strips, and sidewalks. Three alternatives, including a No-Action Alternative, are considered in this draft EIS. The two action alternatives would widen the facility to the north or to the south. Widening to the south has been identified as the most beneficial and least environmentally damaging alternatives, but no preferred alternative has yet been identified. POSITIVE IMPACTS: By increasing the capacity of Syracuse Road, the project would provide increased capacity within the corridor to meet existing and future travel demand and provide a safe multi-modal facility to access major employment, commercial, and recreation centers. Improved mobility would facilitate the development of vacant parcels. Pedestrian and bicyclist mobility and safety would be enhanced. NEGATIVE IMPACTS: Depending on the action Alternative selected, rights-of-way requirements would displace three to 5.5 acres of residential, 1.3 to 1.5 acres of commercial, and 0.32 to 2.8 acres of agricultural land. From 23 to 41 residences and one to two businesses and, possibly, one business/residence would be displaced. The extent of impervious surface would increase from four to 12 acres, increasing the 10-year peak flood flow for he project area from roughly 20 cubic feet per second (cfs) to 60 cfs. From 10 to 19 historic structures would be affected adversely by highway development and use. Traffic-generated noise levels would exceed federal standards at 27 to 40 residents, one museum, and one to three businesses, though, except for the museum, levels would generally be lower and fewer violations would occur than under the No Action Alternative. The corridor's visual aesthetics would be degraded by highway expansion and development prompted by increased corridor capacity. 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: 060001, 781 pages and maps, January 5, 2006 PY - 2006 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-05-01-D KW - Cultural Resources Assessments KW - Farmlands KW - Highways KW - Historic Sites Surveys KW - Museums KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Utah 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/36378878?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-01-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SYRACUSE+ROAD%2C+1000+WEST+TO+2000+WEST%2C+SYRACUSE%2C+UTAH.&rft.title=SYRACUSE+ROAD%2C+1000+WEST+TO+2000+WEST%2C+SYRACUSE%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 5, 2006 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SYRACUSE ROAD, 1000 WEST TO 2000 WEST, SYRACUSE, UTAH. [Part 5 of 5] T2 - SYRACUSE ROAD, 1000 WEST TO 2000 WEST, SYRACUSE, UTAH. AN - 36378702; 11871-060001_0005 AB - PURPOSE: The improvement of one mile of Syracuse Road from 1000 West to 200 West in Syracuse, Davis County, Utah is proposed. Syracuse Road (also known as State Route 108, 1700 South, and Antelope Drive functions as the primary east-west transportation corridor in northwestern Davis County, an area experiencing a rapid transition from an agricultural environment to a suburban development. The population of Syracuse more than doubled between 1990 and 2000 and is expected to reach build-out population between 2020 and 2030. Currently Syracuse Road operates at a failing level of service, with 20,000 vehicles per day using the facility. Proposed improvements would include widening the existing two-lane roadway to a consistent five-lane cross-section featuring two travel lanes in each direction and a two-way left-turn lane, with shoulders, curb-and-gutter accommodations, park strips, and sidewalks. Three alternatives, including a No-Action Alternative, are considered in this draft EIS. The two action alternatives would widen the facility to the north or to the south. Widening to the south has been identified as the most beneficial and least environmentally damaging alternatives, but no preferred alternative has yet been identified. POSITIVE IMPACTS: By increasing the capacity of Syracuse Road, the project would provide increased capacity within the corridor to meet existing and future travel demand and provide a safe multi-modal facility to access major employment, commercial, and recreation centers. Improved mobility would facilitate the development of vacant parcels. Pedestrian and bicyclist mobility and safety would be enhanced. NEGATIVE IMPACTS: Depending on the action Alternative selected, rights-of-way requirements would displace three to 5.5 acres of residential, 1.3 to 1.5 acres of commercial, and 0.32 to 2.8 acres of agricultural land. From 23 to 41 residences and one to two businesses and, possibly, one business/residence would be displaced. The extent of impervious surface would increase from four to 12 acres, increasing the 10-year peak flood flow for he project area from roughly 20 cubic feet per second (cfs) to 60 cfs. From 10 to 19 historic structures would be affected adversely by highway development and use. Traffic-generated noise levels would exceed federal standards at 27 to 40 residents, one museum, and one to three businesses, though, except for the museum, levels would generally be lower and fewer violations would occur than under the No Action Alternative. The corridor's visual aesthetics would be degraded by highway expansion and development prompted by increased corridor capacity. 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: 060001, 781 pages and maps, January 5, 2006 PY - 2006 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-05-01-D KW - Cultural Resources Assessments KW - Farmlands KW - Highways KW - Historic Sites Surveys KW - Museums KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Visual Resources KW - Utah 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/36378702?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2006-01-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SYRACUSE+ROAD%2C+1000+WEST+TO+2000+WEST%2C+SYRACUSE%2C+UTAH.&rft.title=SYRACUSE+ROAD%2C+1000+WEST+TO+2000+WEST%2C+SYRACUSE%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: January 5, 2006 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Field relations, petrology and cooling history of Devonian plutons, western interior Maine AN - 916837305; 2012-012364 JF - Annual Meeting - New England Intercollegiate Geological Conference AU - Gibson, David AU - Lux, Daniel R AU - Seaman, Sheila AU - Williamson, Kathleen AU - Day, Krystle A2 - Gibson, David A2 - Daly, Julia A2 - Reusch, Douglas Y1 - 2006 PY - 2006 DA - 2006 SP - 25 EP - 42 PB - University of Maine, Orono, ME VL - 98 SN - 0272-6130, 0272-6130 KW - United States KW - complexes KW - igneous rocks KW - guidebook KW - granites KW - field trips KW - road log KW - plutonic rocks KW - granodiorites KW - mafic magmas KW - plutons KW - peraluminous composition KW - petrology KW - Paleozoic KW - magmatism KW - Acadian Phase KW - orogeny KW - two-mica granite KW - intrusions KW - Devonian KW - magmas KW - gabbros KW - Maine KW - crust KW - 05A:Igneous and metamorphic petrology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/916837305?accountid=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=Annual+Meeting+-+New+England+Intercollegiate+Geological+Conference&rft.atitle=Field+relations%2C+petrology+and+cooling+history+of+Devonian+plutons%2C+western+interior+Maine&rft.au=Gibson%2C+David%3BLux%2C+Daniel+R%3BSeaman%2C+Sheila%3BWilliamson%2C+Kathleen%3BDay%2C+Krystle&rft.aulast=Gibson&rft.aufirst=David&rft.date=2006-01-01&rft.volume=98&rft.issue=&rft.spage=25&rft.isbn=&rft.btitle=&rft.title=Annual+Meeting+-+New+England+Intercollegiate+Geological+Conference&rft.issn=02726130&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - New England intercollegiate geological conference 98th annual meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2012-01-01 N1 - Number of references - 23 N1 - PubXState - ME N1 - Document feature - illus. incl. geol. sketch maps N1 - Last updated - 2012-06-07 N1 - CODEN - NIGGAB N1 - SubjectsTermNotLitGenreText - Acadian Phase; complexes; crust; Devonian; field trips; gabbros; granites; granodiorites; guidebook; igneous rocks; intrusions; mafic magmas; magmas; magmatism; Maine; orogeny; Paleozoic; peraluminous composition; petrology; plutonic rocks; plutons; road log; two-mica granite; United States ER - TY - JOUR T1 - Interagency management of ash hazards to aviation; lessons from the North Pacific AN - 913701942; 2012-008494 JF - Abstracts - International Volcanological Congress AU - Neal, C AU - Ferguson, G AU - Nelson, K AU - Anonymous Y1 - 2006 PY - 2006 DA - 2006 SP - 135 PB - International Association of Volcanology and Chemistry of the Earth's Interior (IAVCEI), [location varies] VL - 4 KW - United States KW - monitoring KW - early warning systems KW - geologic hazards KW - Bering Strait KW - international cooperation KW - Russian Federation KW - preventive measures KW - environmental management KW - volcanic risk KW - safety KW - Commonwealth of Independent States KW - ash falls KW - warning systems KW - transport KW - North Pacific KW - eruptions KW - Pacific Ocean KW - aircraft KW - natural hazards KW - volcanoes KW - Alaska KW - remote sensing KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/913701942?accountid=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+-+International+Volcanological+Congress&rft.atitle=Interagency+management+of+ash+hazards+to+aviation%3B+lessons+from+the+North+Pacific&rft.au=Neal%2C+C%3BFerguson%2C+G%3BNelson%2C+K%3BAnonymous&rft.aulast=Neal&rft.aufirst=C&rft.date=2006-01-01&rft.volume=4&rft.issue=&rft.spage=135&rft.isbn=&rft.btitle=&rft.title=Abstracts+-+International+Volcanological+Congress&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Fourth conference; Cities on volcanoes, IAVCEI N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2012-01-01 N1 - Last updated - 2012-06-07 N1 - CODEN - #05692 N1 - SubjectsTermNotLitGenreText - aircraft; Alaska; ash falls; Bering Strait; Commonwealth of Independent States; early warning systems; environmental management; eruptions; geologic hazards; international cooperation; monitoring; natural hazards; North Pacific; Pacific Ocean; preventive measures; remote sensing; Russian Federation; safety; transport; United States; volcanic risk; volcanoes; warning systems ER - TY - JOUR T1 - The high stakes of mitigating the volcanic-ash threat to aviation AN - 913701370; 2012-008473 JF - Abstracts - International Volcanological Congress AU - Guffanti, M AU - Albersheim, S R AU - Salinas, L AU - Anonymous Y1 - 2006 PY - 2006 DA - 2006 SP - 128 PB - International Association of Volcanology and Chemistry of the Earth's Interior (IAVCEI), [location varies] VL - 4 KW - programs KW - monitoring KW - human activity KW - global KW - damage KW - prediction KW - atmosphere KW - decision-making KW - environmental management KW - safety KW - ash KW - transport KW - eruptions KW - aircraft KW - volcanoes KW - risk assessment KW - economics KW - ecology KW - 24:Quaternary geology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/913701370?accountid=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+-+International+Volcanological+Congress&rft.atitle=The+high+stakes+of+mitigating+the+volcanic-ash+threat+to+aviation&rft.au=Guffanti%2C+M%3BAlbersheim%2C+S+R%3BSalinas%2C+L%3BAnonymous&rft.aulast=Guffanti&rft.aufirst=M&rft.date=2006-01-01&rft.volume=4&rft.issue=&rft.spage=128&rft.isbn=&rft.btitle=&rft.title=Abstracts+-+International+Volcanological+Congress&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Fourth conference; Cities on volcanoes, IAVCEI N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2012-01-01 N1 - Last updated - 2012-06-07 N1 - CODEN - #05692 N1 - SubjectsTermNotLitGenreText - aircraft; ash; atmosphere; damage; decision-making; ecology; economics; environmental management; eruptions; global; human activity; monitoring; prediction; programs; risk assessment; safety; transport; volcanoes ER - TY - JOUR T1 - A graphical 'threat area' presentation for volcanic ash and international aviation safety AN - 913701195; 2012-008164 JF - Abstracts - International Volcanological Congress AU - Tupper, A AU - Albersheim, S AU - Potts, R AU - Swanson, G AU - Gait, N AU - Husson, P AU - Rennie, G AU - Benarafa, S AU - Romero, R AU - Anonymous Y1 - 2006 PY - 2006 DA - 2006 SP - 29 PB - International Association of Volcanology and Chemistry of the Earth's Interior (IAVCEI), [location varies] VL - 4 KW - monitoring KW - early warning systems KW - geologic hazards KW - human activity KW - global KW - graphic display KW - data processing KW - international cooperation KW - safety KW - ash KW - warning systems KW - eruptions KW - aircraft KW - natural hazards KW - volcanoes KW - ash clouds KW - 24:Quaternary geology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/913701195?accountid=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+-+International+Volcanological+Congress&rft.atitle=A+graphical+%27threat+area%27+presentation+for+volcanic+ash+and+international+aviation+safety&rft.au=Tupper%2C+A%3BAlbersheim%2C+S%3BPotts%2C+R%3BSwanson%2C+G%3BGait%2C+N%3BHusson%2C+P%3BRennie%2C+G%3BBenarafa%2C+S%3BRomero%2C+R%3BAnonymous&rft.aulast=Tupper&rft.aufirst=A&rft.date=2006-01-01&rft.volume=4&rft.issue=&rft.spage=29&rft.isbn=&rft.btitle=&rft.title=Abstracts+-+International+Volcanological+Congress&rft.issn=&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Fourth conference; Cities on volcanoes, IAVCEI N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2012-01-01 N1 - Last updated - 2012-06-07 N1 - CODEN - #05692 N1 - SubjectsTermNotLitGenreText - aircraft; ash; ash clouds; data processing; early warning systems; eruptions; geologic hazards; global; graphic display; human activity; international cooperation; monitoring; natural hazards; safety; volcanoes; warning systems ER - TY - JOUR T1 - The West Paterson Quarry; an Early Jurassic dinosaur track site in the Newark Basin of New Jersey AN - 51439929; 2007-049281 AB - Protracted excavations at a trap rock quarry in Passaic County, New Jersey, have yielded an abundant but low-diversity footprint faunule of Early Jurassic age. The excavation into the Orange Mountain Basalt also exposes the uppermost part of the Passaic Formation, including two Hettangian footprint horizons. These are within an interval 15 to 46 cm below the wavy, irregular contact with the base of the vesicular basalt. Most of the footprints pertain to the ichnogenera Grallator, Anchisauripus, Eubrontes, and Batrachopus. The Tr/J boundary lies 3 m below the bottom of the basalt in this section, on the basis of palynological evidence. Biostratigraphically, this footprint assemblage correlates with the Johnson Farm tracksite in St. George, Utah. Below the Tr/J boundary in the Newark Basin of New Jersey, dinosaur footprints tend to be smaller and rarer than higher in the section. The West Paterson Quarry site records the proliferation of Early Jurassic dinosaurs, after the Tr/J extinctions created new ecological opportunities. JF - Bulletin - New Mexico Museum of Natural History and Science AU - Gallagher, William B AU - Hanczaryk, Paul A A2 - Harris, Jerry D. A2 - Lucas, Spencer G. A2 - Spielmann, Justin A. A2 - Lockley, Martin G. A2 - Milner, Andrew R. C. A2 - Kirkland, James I. Y1 - 2006 PY - 2006 DA - 2006 SP - 238 EP - 240 PB - New Mexico Museum of Natural History and Science, Albuquerque, NM VL - 37 SN - 1524-4156, 1524-4156 KW - United States KW - lithostratigraphy KW - West Paterson Quarry KW - ichnofossils KW - Newark Supergroup KW - Batrachopus KW - Grallator parallelus KW - Triassic KW - Anchisauripus sillimani KW - Upper Triassic KW - dinosaurs KW - Passaic Formation KW - Chordata KW - Jurassic KW - Passaic County New Jersey KW - Newark Basin KW - lower Liassic KW - faunal studies KW - tracks KW - Mesozoic KW - Reptilia KW - Lower Jurassic KW - Hettangian KW - Orange Mountain Basalt KW - Eubrontes giganteus KW - stratigraphic boundary KW - New Jersey KW - Vertebrata KW - Tetrapoda KW - 11:Vertebrate paleontology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51439929?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Bulletin+-+New+Mexico+Museum+of+Natural+History+and+Science&rft.atitle=The+West+Paterson+Quarry%3B+an+Early+Jurassic+dinosaur+track+site+in+the+Newark+Basin+of+New+Jersey&rft.au=Gallagher%2C+William+B%3BHanczaryk%2C+Paul+A&rft.aulast=Gallagher&rft.aufirst=William&rft.date=2006-01-01&rft.volume=37&rft.issue=&rft.spage=238&rft.isbn=&rft.btitle=&rft.title=Bulletin+-+New+Mexico+Museum+of+Natural+History+and+Science&rft.issn=15244156&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 11 N1 - PubXState - NM N1 - Document feature - illus. incl. strat. col. N1 - SuppNotes - Includes appendix N1 - Last updated - 2012-06-07 N1 - CODEN - #03874 N1 - SubjectsTermNotLitGenreText - Anchisauripus sillimani; Batrachopus; Chordata; dinosaurs; Eubrontes giganteus; faunal studies; Grallator parallelus; Hettangian; ichnofossils; Jurassic; lithostratigraphy; Lower Jurassic; lower Liassic; Mesozoic; New Jersey; Newark Basin; Newark Supergroup; Orange Mountain Basalt; Passaic County New Jersey; Passaic Formation; Reptilia; stratigraphic boundary; Tetrapoda; tracks; Triassic; United States; Upper Triassic; Vertebrata; West Paterson Quarry ER - TY - JOUR T1 - Monitoring stiffness of gravel surfaced roads during spring thaw using a portable falling weight deflectometer AN - 50269974; 2006-083800 JF - Proceedings of the International Symposium on Cold Regions Engineering AU - Steinert, B C AU - Humphrey, Dana N AU - Kestler, M A AU - Eaton, Robert A AU - Benda, Chris C AU - Berg, R L A2 - Davies, Michael A2 - Zufelt, Jon E. Y1 - 2006 PY - 2006 DA - 2006 SP - 15 PB - ASCE, American Society of Civil Engineers, Reston, VA VL - 13 SN - 0270-546X, 0270-546X KW - clastic sediments KW - stiffness KW - gravel KW - temperature KW - cold weather construction KW - sediments KW - air KW - meteorology KW - winter maintenance KW - roads KW - design KW - construction materials KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50269974?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Proceedings+of+the+International+Symposium+on+Cold+Regions+Engineering&rft.atitle=Monitoring+stiffness+of+gravel+surfaced+roads+during+spring+thaw+using+a+portable+falling+weight+deflectometer&rft.au=Steinert%2C+B+C%3BHumphrey%2C+Dana+N%3BKestler%2C+M+A%3BEaton%2C+Robert+A%3BBenda%2C+Chris+C%3BBerg%2C+R+L&rft.aulast=Steinert&rft.aufirst=B&rft.date=2006-01-01&rft.volume=13&rft.issue=&rft.spage=&rft.isbn=078440836X&rft.btitle=&rft.title=Proceedings+of+the+International+Symposium+on+Cold+Regions+Engineering&rft.issn=0270546X&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Cold regions engineering 2006, 13th international conference on Current practices in cold regions engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2006-01-01 N1 - Number of references - 7 N1 - PubXState - VA N1 - Document feature - illus. incl. 3 tables N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - air; clastic sediments; cold weather construction; construction materials; design; gravel; meteorology; roads; sediments; stiffness; temperature; winter maintenance ER - TY - JOUR T1 - Standard methods used to mitigate seasonal frost in highway projects AN - 50267431; 2006-083799 AB - The Maine Department of Transportation (MDOT) maintains over 12,870 km (8,000 mi.) of urban and rural highways and 2937 bridge structures throughout the State of Maine. Maine has a diverse geology with seasonal temperature variations. Winter months have temperature extremes below freezing for extended periods. The temperature changes and geology can work in combination to heave flexible pavement and fixed structures. MDOT incorporates several methods in building the infrastructure to minimize the impacts of heave movement. Through the years, MDOT has adapted designs and construction practices to accommodate the affects of the changing seasons. These standard methods are used in several geologic conditions to correct abrupt bumps and deteriorated surfaces. Standard details and recommendations utilize transition zones, drainage, and undercuts to take advantage of the changed geology. This paper will discuss the background of typical conditions that cause road heaving in Maine. It will describe the various standard details and how these are applied to Maine highway construction. It will also discuss some of the new methods that have been implemented in the design and construction of highways. JF - Proceedings of the International Symposium on Cold Regions Engineering AU - Dunn, Philip AU - Gross, Karen A2 - Davies, Michael A2 - Zufelt, Jon E. Y1 - 2006 PY - 2006 DA - 2006 SP - 11 PB - ASCE, American Society of Civil Engineers, Reston, VA VL - 13 SN - 0270-546X, 0270-546X KW - United States KW - soil mechanics KW - frost heaving KW - clastic sediments KW - grain size KW - till KW - cold weather construction KW - mitigation KW - sediments KW - Maine KW - bridges KW - winter maintenance KW - roads KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50267431?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Proceedings+of+the+International+Symposium+on+Cold+Regions+Engineering&rft.atitle=Standard+methods+used+to+mitigate+seasonal+frost+in+highway+projects&rft.au=Dunn%2C+Philip%3BGross%2C+Karen&rft.aulast=Dunn&rft.aufirst=Philip&rft.date=2006-01-01&rft.volume=13&rft.issue=&rft.spage=&rft.isbn=078440836X&rft.btitle=&rft.title=Proceedings+of+the+International+Symposium+on+Cold+Regions+Engineering&rft.issn=0270546X&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Cold regions engineering 2006, 13th international conference on Current practices in cold regions engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2006-01-01 N1 - Number of references - 15 N1 - PubXState - VA N1 - Document feature - illus. incl. 1 table N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - bridges; clastic sediments; cold weather construction; frost heaving; grain size; Maine; mitigation; roads; sediments; soil mechanics; till; United States; winter maintenance ER - TY - JOUR T1 - Geogrid reinforced pavement structure in a cold region AN - 50267048; 2006-083789 AB - Test sections were constructed in two portions of Maine Route 9 to investigate the use of geosynthetics for reinforcement and drainage of 300 mm (12 in.) and 600 mm (24 in.) thick subbase courses beneath 150 mm (6-in.) of flexible pavement. Four types of test sections were constructed: geogrid reinforcement, drainage geocomposite, drainage geocomposite with geogrid reinforcement, and control. Test sections using reinforcement geogrid have strain gages attached to the geogrid to measure induced forces. Reinforcement sections have geogrid either on subgrade or in the center of the subbase to evaluate the effects of geogrid location. Drainage geocomposite and control sections have vibrating wire piezometers to monitor porewater pressure in the subgrade and subbase course. Thermocouples were used to measure the depth of frost penetration. This paper deals primarily with seasonal and long-term changes in the geogrid force. JF - Proceedings of the International Symposium on Cold Regions Engineering AU - Helstrom, C L AU - Humphrey, Dana N AU - Hayden, Scott A A2 - Davies, Michael A2 - Zufelt, Jon E. Y1 - 2006 PY - 2006 DA - 2006 SP - 12 PB - ASCE, American Society of Civil Engineers, Reston, VA VL - 13 SN - 0270-546X, 0270-546X KW - United States KW - cold weather construction KW - civil engineering KW - soil mechanics KW - engineering properties KW - Kennebec County Maine KW - geogrids KW - Maine KW - winter maintenance KW - roads KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50267048?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Proceedings+of+the+International+Symposium+on+Cold+Regions+Engineering&rft.atitle=Geogrid+reinforced+pavement+structure+in+a+cold+region&rft.au=Helstrom%2C+C+L%3BHumphrey%2C+Dana+N%3BHayden%2C+Scott+A&rft.aulast=Helstrom&rft.aufirst=C&rft.date=2006-01-01&rft.volume=13&rft.issue=&rft.spage=&rft.isbn=078440836X&rft.btitle=&rft.title=Proceedings+of+the+International+Symposium+on+Cold+Regions+Engineering&rft.issn=0270546X&rft_id=info:doi/ LA - English DB - GeoRef N1 - Conference title - Cold regions engineering 2006, 13th international conference on Current practices in cold regions engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2006-01-01 N1 - Number of references - 4 N1 - PubXState - VA N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - civil engineering; cold weather construction; engineering properties; geogrids; Kennebec County Maine; Maine; roads; soil mechanics; United States; winter maintenance ER - TY - JOUR T1 - An evaluation of the accessibility benefits of commuter rail in Eastern Massachusetts using spatial hedonic price functions AN - 37769094; 3291681 AB - We estimate spatial hedonic price functions to examine local and regional accessibility benefits of commuter rail service in Eastern Massachusetts, while controlling for proximity-related negative externalities and other confounding influences. The data include 1,860 single-family residential properties from four municipalities with commuter rail service, and three municipalities without commuter rail service. We find some evidence of the capitalization of accessibility to commuter rail stations. Two model specifications suggest that properties located in municipalities with commuter rail stations exhibit values that are between 9.6% and 10.1% higher than properties in municipalities without a commuter rail station. With a third model we detect weak evidence of the capitalization of auto access time or walking time to the stations, suggesting that properties located within a one-half mile buffer of a station have values that are 10.1% higher than properties located outside of this buffer area and that an additional minute of drive time from the station is related to a decrease of 1.6% in property values. Our results also indicate that proximity to commuter rail right-of-way has a significant negative effect on property values, which suggests that for every 1,000 ft. in distance from the commuter rail right-of-way, property values are between $732 and $2,897 higher, all else held equal. At the mean sample values, this result translates into an elasticity of between 0.03 and 0.13, depending on the functional form of the hedonic price equation. Reprinted by permission of Springer JF - Transportation AU - Armstrong, Robert J AU - Rodríguez, Daniel A AD - US Department of Transportation ; University of North Carolina Y1 - 2006/01// PY - 2006 DA - Jan 2006 SP - 21 EP - 43 VL - 33 IS - 1 SN - 0049-4488, 0049-4488 KW - Economics KW - U.S.A. KW - Externalities KW - Value KW - Commuting KW - Massachusetts KW - Railway transport KW - Prices KW - Property KW - Automobiles KW - Space UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/37769094?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Aibss&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Transportation&rft.atitle=An+evaluation+of+the+accessibility+benefits+of+commuter+rail+in+Eastern+Massachusetts+using+spatial+hedonic+price+functions&rft.au=Armstrong%2C+Robert+J%3BRodr%C3%ADguez%2C+Daniel+A&rft.aulast=Armstrong&rft.aufirst=Robert&rft.date=2006-01-01&rft.volume=33&rft.issue=1&rft.spage=21&rft.isbn=&rft.btitle=&rft.title=Transportation&rft.issn=00494488&rft_id=info:doi/10.1007%2Fs11116-005-0949-x LA - English DB - International Bibliography of the Social Sciences (IBSS) N1 - Date revised - 2013-06-12 N1 - Last updated - 2013-09-16 N1 - SubjectsTermNotLitGenreText - 10599 12937 10600 12941 10453; 2621 12952 7336 3198; 10107; 4692; 12092; 10339; 13234 2523 4577 3872 554 971; 1421 13272 7848 12937; 241 433 293 14 DO - http://dx.doi.org/10.1007/s11116-005-0949-x ER - TY - JOUR T1 - Environmental evaluation of High Occupancy Vehicles (HOV) lanes AN - 19351129; 7094570 AB - Nowadays, traffic and its associated environmental problems characterize modern cities all over the world. Local authorities implement various Transport Demand Measures (TDM) in order to deal with these problems most effectively. One of these measures is the High Occupancy Vehicles (HOV) lane, which can be entered by private cars only, if an occupancy requirement is met (e.g. more than 2 or 3 passengers in the car). Within the framework of this paper, the environmental impacts of HOV lanes are evaluated by a modelling technique studying the centre area of Thessaloniki city. The simulation model, used to perform the evaluation, is the SATURN (Simulation and Assignment of Traffic to Urban Road Networks). The results from the examination of various environmental parameters, such as energy consumption and pollutants emitted (CO, CO sub(2), NO sub(x), HC, and Pb), by the use of SATURN are presented. JF - Fresenius Environmental Bulletin AU - Basbas, S AD - Aristotle University of Thessaloniki, School of Technology, Faculty of Rural & Surveying Engineering, Department of Transportation & Hydraulic Engineering, 541 24 Thessaloniki, Greece, transp@edessa.topo.auth.gr Y1 - 2006 PY - 2006 DA - 2006 SP - 791 EP - 797 VL - 15 IS - 8a SN - 1018-4619, 1018-4619 KW - Sustainability Science Abstracts KW - traffic KW - Simulation KW - Energy consumption KW - Carbon dioxide KW - local authority KW - Greece, Kentriki Makedonia, Thessaloniki KW - Urban areas KW - M3 1010:Issues in Sustainable Development UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19351129?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Assamodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Fresenius+Environmental+Bulletin&rft.atitle=Environmental+evaluation+of+High+Occupancy+Vehicles+%28HOV%29+lanes&rft.au=Basbas%2C+S&rft.aulast=Basbas&rft.aufirst=S&rft.date=2006-01-01&rft.volume=15&rft.issue=8a&rft.spage=791&rft.isbn=&rft.btitle=&rft.title=Fresenius+Environmental+Bulletin&rft.issn=10184619&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-12-01 N1 - Last updated - 2015-03-25 N1 - SubjectsTermNotLitGenreText - traffic; Simulation; Energy consumption; Carbon dioxide; local authority; Urban areas; Greece, Kentriki Makedonia, Thessaloniki ER - TY - JOUR T1 - Initial Risk-Based Screening of Potential Brownfield Development Sites AN - 19345839; 7108412 AB - Brownfield redevelopment is sustainable only when it is a transparent process protective of public health. The objective of the brownfield health risk screening matrix is to provide a scientifically based, transparent process to evaluate human health risks on proposed redevelopment sites as well as a framework that can be critically evaluated by both environmentalists and the community in general. Public discussion and understanding of current health risk assessment, as well as the risks specific to each brownfield redevelopment site, are essential for an effective brownfield redevelopment program. The Brownfields Redevelopment Program was started by the EPA in 1995 and seeks to use already contaminated sites rather than contaminate even more greenfields. Two of the biggest difficulties are making redevelopment profitable and protecting human health. Traditional human health risk assessment evaluates single chemical exposures and identifies the level below which no adverse effect will occur to the most sensitive subgroups of the population. For cancer-causing chemicals the risk must be lower than 1:1,000,000. When brownfield redevelopment sites are associated with high cost, extensive time and unmanageable uncertainty, additional greenfield sites will become contaminated and the contamination on current brownfield sites will remain un-remediated. The citizens' advisory group addressing brownfields in a southern New York county has developed a risk matrix to evaluate the uncertainty of the available data, the toxicity of the known or suspected contaminants and the likely exposure routes for each brownfield site in the county. The matrix categorizes sites as high, medium or low risk according to exposure groups. The risk matrix complements the triad approach currently being developed by EPA to identify and manage project decision uncertainties, addresses uncertainty as well as toxicity and has the potential to reduce the cost of traditional health risk assessment at brownfield redevelopment sites. JF - Soil and Sediment Contamination AU - O'Reilly, M AU - Brink, R AD - New York State Department of Transportation/SUNY School of Public Health, 44 Hawley Street, Binghamton, NY 10910, USA, moreilly@dot.state.ny.us Y1 - 2006 PY - 2006 DA - 2006 SP - 463 EP - 470 VL - 15 IS - 5 SN - 1532-0383, 1532-0383 KW - Sustainability Science Abstracts; Pollution Abstracts KW - Risk assessment KW - Sediment pollution KW - Development projects KW - Pollution clean-up KW - Sustainable development KW - Toxicity KW - Land use KW - USA, New York KW - Public health KW - EPA KW - Environmental restoration KW - Land reclamation KW - Brownfields KW - M3 1010:Issues in Sustainable Development KW - P 5000:LAND POLLUTION UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19345839?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Assamodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Soil+and+Sediment+Contamination&rft.atitle=Initial+Risk-Based+Screening+of+Potential+Brownfield+Development+Sites&rft.au=O%27Reilly%2C+M%3BBrink%2C+R&rft.aulast=O%27Reilly&rft.aufirst=M&rft.date=2006-01-01&rft.volume=15&rft.issue=5&rft.spage=463&rft.isbn=&rft.btitle=&rft.title=Soil+and+Sediment+Contamination&rft.issn=15320383&rft_id=info:doi/10.1080%2F15320380600846916 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-12-01 N1 - Last updated - 2015-03-25 N1 - SubjectsTermNotLitGenreText - Development projects; Pollution clean-up; Environmental restoration; Land reclamation; Brownfields; Public health; Risk assessment; Sediment pollution; EPA; Sustainable development; Toxicity; Land use; USA, New York DO - http://dx.doi.org/10.1080/15320380600846916 ER - TY - JOUR T1 - Generalized linear regression analysis of association of universal helmet laws with motorcyclist fatality rates AN - 17229644; 6931994 AB - This study evaluates the association of universal helmet laws with U.S. motorcyclist fatality rates from 1993 through 2002 using climate measures as statistical controls for motorcycling activity via quasi-maximum likelihood generalized linear regression analyses. Results revealed that motorcyclist fatalities and injuries are strongly associated with normalized heating degree days and precipitation inches, and that universal helmet laws are associated with lower motorcyclist fatality rates when these climate measures, and their interaction, are statistically controlled. This study shows that climate measures have considerable promise as indirect measures (proxies) of motorcycling activity in generalized linear regression studies. JF - Accident Analysis & Prevention AU - Morris, CCraig AD - Bureau of Transportation Statistics, Research and Administrative Technology Administration, U.S. Department of Transportation, 400 Seventh Street, SW, Room 3430, Washington, DC 20590, USA, Craig.Morris@RITA.gov Y1 - 2006 PY - 2006 DA - 2006 SP - 142 EP - 147 PB - Elsevier Science Ltd., Pergamon, P.O. Box 800 Kidlington Oxford OX5 1DX UK, [mailto:nlinfo-f@elsevier.nl], [URL:http://www.elsevier.nl] VL - 38 IS - 1 SN - 0001-4575, 0001-4575 KW - Health & Safety Science Abstracts KW - Motorcycle KW - Safety KW - Climate KW - Seasonality KW - Mortality KW - USA KW - Accidents KW - Injuries KW - Rainfall KW - helmets KW - prevention KW - Motorcycles KW - Protective equipment KW - H 11000:Diseases/Injuries/Trauma UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17229644?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Accident+Analysis+%26+Prevention&rft.atitle=Generalized+linear+regression+analysis+of+association+of+universal+helmet+laws+with+motorcyclist+fatality+rates&rft.au=Morris%2C+CCraig&rft.aulast=Morris&rft.aufirst=CCraig&rft.date=2006-01-01&rft.volume=38&rft.issue=1&rft.spage=142&rft.isbn=&rft.btitle=&rft.title=Accident+Analysis+%26+Prevention&rft.issn=00014575&rft_id=info:doi/10.1016%2Fj.aap.2005.08.004 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-07-01 N1 - Last updated - 2015-03-25 N1 - SubjectsTermNotLitGenreText - Mortality; Accidents; Injuries; Rainfall; helmets; prevention; Motorcycles; Protective equipment; USA DO - http://dx.doi.org/10.1016/j.aap.2005.08.004 ER - TY - JOUR T1 - Combustibility of cyanate ester resins AN - 17225066; 6931859 AB - Flaming and non-flaming combustion studies were conducted on a series of polycyanurates to examine the effect of chemical composition and physical properties on the fire behavior of these crosslinked, char forming, thermoset polymers. Heats of complete combustion of the polymer and fuel gases were determined by oxygen bomb calorimetry and pyrolysis-combustion flow calorimetry, respectively. Fire calorimetry experiments were conducted to measure the total heat released, the rate of heat release and the smoke generation in flaming combustion. Fire response parameters derived from the data include the thermal inertia, heat of gasification, effective heat of combustion and combustion efficiency. Halogen-containing polycyanurates exhibited extremely low heat release rate in flaming combustion compared with the hydrocarbon resins yet produced significantly less smoke and comparable levels of carbon monoxide and soot. Published in 2005 by John Wiley & Sons, Ltd. JF - Fire and Materials AU - Lyon, R E AU - Walters, R N AU - Gandhi, S AD - Fire Safety Section AAR-440, Federal Aviation Administration, William J. Hughes Technical Center, Atlantic City International Airport, NJ 08405, U.S.A., richard.e.lyon@faa.gov Y1 - 2006 PY - 2006 DA - 2006 SP - 89 EP - 106 PB - John Wiley & Sons, Inc., 111 River Street Hoboken NJ 07030 USA, [mailto:custserv@wiley.com], [URL:http://www.wiley.com/] VL - 30 IS - 2 SN - 0308-0501, 0308-0501 KW - cyanate KW - Health & Safety Science Abstracts KW - cyanate ester KW - polycyanurate KW - fire KW - flammability KW - combustibility KW - Pyrolysis KW - Carbon monoxide KW - Smoke KW - Fires KW - Resins KW - Chemical composition KW - Calorimetry KW - Polymers KW - Esters KW - gasification KW - H 7000:Fire Safety UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17225066?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Fire+and+Materials&rft.atitle=Combustibility+of+cyanate+ester+resins&rft.au=Lyon%2C+R+E%3BWalters%2C+R+N%3BGandhi%2C+S&rft.aulast=Lyon&rft.aufirst=R&rft.date=2006-01-01&rft.volume=30&rft.issue=2&rft.spage=89&rft.isbn=&rft.btitle=&rft.title=Fire+and+Materials&rft.issn=03080501&rft_id=info:doi/10.1002%2Ffam.889 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-07-01 N1 - Last updated - 2015-03-25 N1 - SubjectsTermNotLitGenreText - Smoke; Carbon monoxide; Pyrolysis; Fires; Resins; Chemical composition; Calorimetry; Esters; Polymers; gasification DO - http://dx.doi.org/10.1002/fam.889 ER - TY - RPRT T1 - CONSTRUCTION INTO THE POWDER RIVER BASIN, POWDER RIVER BASIN EXPANSION PROJECT, MINNESOTA, SOUTH DAKOTA, WYOMING (FINANCE DOCKET NO. 33407 - DAKOTA, MINNESOTA, & EASTERN RAILROAD CORPORATION) (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 2001). [Part 1 of 2] T2 - CONSTRUCTION INTO THE POWDER RIVER BASIN, POWDER RIVER BASIN EXPANSION PROJECT, MINNESOTA, SOUTH DAKOTA, WYOMING (FINANCE DOCKET NO. 33407 - DAKOTA, MINNESOTA, & EASTERN RAILROAD CORPORATION) (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 2001). AN - 36379658; 11868-050553_0001 AB - PURPOSE: Issuance of a permit for the construction and operation of a new rail line and associated facilities in east-central Wyoming, southwest South Dakota, and south-central Minnesota is proposed. The rail line would allow the applicant, Dakota, Minnesota & Eastern Railroad Corporation (DM&E), to become the third rail carrier to serve Wyoming's Powder River Basin coal mines. The project would involve construction of 280 miles of new line and rehabilitation of 600 miles of existing line. The applicants proposal would include 262.-3 miles of new rail line extending from DM&E's existing system near Wasta, South Dakota. The new line would extend generally to the southwest to Edgemont, South Dakota, thence west into Wyoming to connect with existing coal mines located south of Gillette. This portion of the new construction would traverse portions of Custer, Fall River, Jackson, and Pennington counties, South Dakota and Campbel, Converse, Niobrara, and Weston counties, Wyoming. The new rail construction would also include a 13.31-mile line segment at Mankato, Minnesota within Blue Earth and Nicollet counties. DM&E current uses trackage on both sides of Mankato, accessed by trackage rights on rail line operated by the Union Pacific Railroad Company (UP). The Mankato construction would provide DM&E direct access between its existing lines and allow DM&E to avoid operational conflicts with UP. The final proposed segment of new rail construction would create a connection between the existing rail systems of DM&E and the I&M Link Railroad. The connection would include construction and operation of approximately 2.94 miles of new rail line near Owatonna, Minnesota in Steele County. To transport coal over the existing system, DM&E would rebuild and upgrade approximately 597.8 miles of rail line along its existing system; 584.95 miles of the rehabilitated track would be along DM&E's mainline between Wasta, South Dakota, and Winona, Minnesota. This upgrade project would cross Winona, Olmstead, Dodge, Steele, Waseca, Nicollet, Blue Earth, Brown, Redwood, Lyon, and Lincoln counties in Minnesota, and Brookings, Kingsbury, Beadle, Hand, Hyde, Hughes, Stanley, Hakon, and Jackson counties in South Dakota. An additional 12.85 miles of existing rail line between Oral and Smithwick, in Fall River County, South Dakota, would also be rebuilt. Rail rehabilitation would include rail and tie replacement, additional sidings, signals, grade crossing improvements, and other system improvements. Four alternatives, including a No Action Alternative (Alternative A), were considered with respect to extension of the system in the final EIS of November 2001. Key issues addressed during scoping for this final supplemental EIS include those related to horn noise, the relationship between vibration and horn noise, and potential for increased coal consumption in the region serviced by DM&E. Alternative B would call for new construction to occur along the Cheyenne River. Alternative C would avoid new construction in sensitive areas in South Dakota and Wyoming. Alternative D would reconstruct the existing line through Rapid City to Smithwick, provide for new construction to Edgemont, and continue with construction adjacent to the existing rail bed through Newcastle and Moorcroft. As numerous federal and state agencies are involved in the decision regarding choice of a preferred alternative, a number of preferences have been forwarded. POSITIVE IMPACTS: Addition of a third rail carrier to serve the Powder River Basin would increase the efficiency of the movement of coal eastward from the basin. The new rail line would also increase the operational efficiency of DM&E's existing rail line in Minnesota and South Dakota. NEGATIVE IMPACTS: Construction and operation of the rail system would affect geology and soils, surface water and wetlands, groundwater, vegetation, agricultural land and operations, residential and commercial land uses, public land uses, cultural resources, recreation resources, environmental justice with respect to disadvantaged populations and minorities and the elderly, ranching, traditional Native American tribal cultural properties and other cultural resources, visual aesthetics. air quality, certain threatened and endangered species, and safety, including emergency vehicle response times. System operation would result in the generation of noise and vibration. LEGAL MANDATES: Federal Land Policy and Management Act of 1976 (43 U.S.C. 1701 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), Interstate Commerce Commission Termination Act (49 U.S.C. 10901), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 00-0440D, Volume 24, Number 4 and 02-0073F, Volume 26, Number 1, respectively. For the abstract of the draft EIS, see 05-0683D, Volume 29, Number 4. JF - EPA number: 050553, Final Supplemental EIS--397 pages, Replacement Pages (Comments)--169 pages, December 30, 2005 PY - 2005 VL - 1 KW - Roads and Railroads KW - Air Quality KW - Bridges KW - Coal KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Geology KW - Indian Reservations KW - Land Management KW - Land Use KW - Minorities KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Safety KW - Soils KW - Transportation KW - Transportation Surveys KW - Visual Resources KW - Water Quality KW - Wildlife KW - Wetlands KW - Minnesota KW - South Dakota KW - Wyoming KW - Federal Land Policy and Management Act of 1976, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - Interstate Commerce Commission Termination Act, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379658?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+INTO+THE+POWDER+RIVER+BASIN%2C+POWDER+RIVER+BASIN+EXPANSION+PROJECT%2C+MINNESOTA%2C+SOUTH+DAKOTA%2C+WYOMING+%28FINANCE+DOCKET+NO.+33407+-+DAKOTA%2C+MINNESOTA%2C+%26+EASTERN+RAILROAD+CORPORATION%29+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+2001%29.&rft.title=CONSTRUCTION+INTO+THE+POWDER+RIVER+BASIN%2C+POWDER+RIVER+BASIN+EXPANSION+PROJECT%2C+MINNESOTA%2C+SOUTH+DAKOTA%2C+WYOMING+%28FINANCE+DOCKET+NO.+33407+-+DAKOTA%2C+MINNESOTA%2C+%26+EASTERN+RAILROAD+CORPORATION%29+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CONSTRUCTION INTO THE POWDER RIVER BASIN, POWDER RIVER BASIN EXPANSION PROJECT, MINNESOTA, SOUTH DAKOTA, WYOMING (FINANCE DOCKET NO. 33407 - DAKOTA, MINNESOTA, & EASTERN RAILROAD CORPORATION) (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 2001). [Part 2 of 2] T2 - CONSTRUCTION INTO THE POWDER RIVER BASIN, POWDER RIVER BASIN EXPANSION PROJECT, MINNESOTA, SOUTH DAKOTA, WYOMING (FINANCE DOCKET NO. 33407 - DAKOTA, MINNESOTA, & EASTERN RAILROAD CORPORATION) (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 2001). AN - 36378898; 11868-050553_0002 AB - PURPOSE: Issuance of a permit for the construction and operation of a new rail line and associated facilities in east-central Wyoming, southwest South Dakota, and south-central Minnesota is proposed. The rail line would allow the applicant, Dakota, Minnesota & Eastern Railroad Corporation (DM&E), to become the third rail carrier to serve Wyoming's Powder River Basin coal mines. The project would involve construction of 280 miles of new line and rehabilitation of 600 miles of existing line. The applicants proposal would include 262.-3 miles of new rail line extending from DM&E's existing system near Wasta, South Dakota. The new line would extend generally to the southwest to Edgemont, South Dakota, thence west into Wyoming to connect with existing coal mines located south of Gillette. This portion of the new construction would traverse portions of Custer, Fall River, Jackson, and Pennington counties, South Dakota and Campbel, Converse, Niobrara, and Weston counties, Wyoming. The new rail construction would also include a 13.31-mile line segment at Mankato, Minnesota within Blue Earth and Nicollet counties. DM&E current uses trackage on both sides of Mankato, accessed by trackage rights on rail line operated by the Union Pacific Railroad Company (UP). The Mankato construction would provide DM&E direct access between its existing lines and allow DM&E to avoid operational conflicts with UP. The final proposed segment of new rail construction would create a connection between the existing rail systems of DM&E and the I&M Link Railroad. The connection would include construction and operation of approximately 2.94 miles of new rail line near Owatonna, Minnesota in Steele County. To transport coal over the existing system, DM&E would rebuild and upgrade approximately 597.8 miles of rail line along its existing system; 584.95 miles of the rehabilitated track would be along DM&E's mainline between Wasta, South Dakota, and Winona, Minnesota. This upgrade project would cross Winona, Olmstead, Dodge, Steele, Waseca, Nicollet, Blue Earth, Brown, Redwood, Lyon, and Lincoln counties in Minnesota, and Brookings, Kingsbury, Beadle, Hand, Hyde, Hughes, Stanley, Hakon, and Jackson counties in South Dakota. An additional 12.85 miles of existing rail line between Oral and Smithwick, in Fall River County, South Dakota, would also be rebuilt. Rail rehabilitation would include rail and tie replacement, additional sidings, signals, grade crossing improvements, and other system improvements. Four alternatives, including a No Action Alternative (Alternative A), were considered with respect to extension of the system in the final EIS of November 2001. Key issues addressed during scoping for this final supplemental EIS include those related to horn noise, the relationship between vibration and horn noise, and potential for increased coal consumption in the region serviced by DM&E. Alternative B would call for new construction to occur along the Cheyenne River. Alternative C would avoid new construction in sensitive areas in South Dakota and Wyoming. Alternative D would reconstruct the existing line through Rapid City to Smithwick, provide for new construction to Edgemont, and continue with construction adjacent to the existing rail bed through Newcastle and Moorcroft. As numerous federal and state agencies are involved in the decision regarding choice of a preferred alternative, a number of preferences have been forwarded. POSITIVE IMPACTS: Addition of a third rail carrier to serve the Powder River Basin would increase the efficiency of the movement of coal eastward from the basin. The new rail line would also increase the operational efficiency of DM&E's existing rail line in Minnesota and South Dakota. NEGATIVE IMPACTS: Construction and operation of the rail system would affect geology and soils, surface water and wetlands, groundwater, vegetation, agricultural land and operations, residential and commercial land uses, public land uses, cultural resources, recreation resources, environmental justice with respect to disadvantaged populations and minorities and the elderly, ranching, traditional Native American tribal cultural properties and other cultural resources, visual aesthetics. air quality, certain threatened and endangered species, and safety, including emergency vehicle response times. System operation would result in the generation of noise and vibration. LEGAL MANDATES: Federal Land Policy and Management Act of 1976 (43 U.S.C. 1701 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), Interstate Commerce Commission Termination Act (49 U.S.C. 10901), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 00-0440D, Volume 24, Number 4 and 02-0073F, Volume 26, Number 1, respectively. For the abstract of the draft EIS, see 05-0683D, Volume 29, Number 4. JF - EPA number: 050553, Final Supplemental EIS--397 pages, Replacement Pages (Comments)--169 pages, December 30, 2005 PY - 2005 VL - 2 KW - Roads and Railroads KW - Air Quality KW - Bridges KW - Coal KW - Cultural Resources KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Geology KW - Indian Reservations KW - Land Management KW - Land Use KW - Minorities KW - Noise KW - Noise Assessments KW - Railroad Structures KW - Railroads KW - Safety KW - Soils KW - Transportation KW - Transportation Surveys KW - Visual Resources KW - Water Quality KW - Wildlife KW - Wetlands KW - Minnesota KW - South Dakota KW - Wyoming KW - Federal Land Policy and Management Act of 1976, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 9 Permits KW - Interstate Commerce Commission Termination Act, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378898?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CONSTRUCTION+INTO+THE+POWDER+RIVER+BASIN%2C+POWDER+RIVER+BASIN+EXPANSION+PROJECT%2C+MINNESOTA%2C+SOUTH+DAKOTA%2C+WYOMING+%28FINANCE+DOCKET+NO.+33407+-+DAKOTA%2C+MINNESOTA%2C+%26+EASTERN+RAILROAD+CORPORATION%29+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+2001%29.&rft.title=CONSTRUCTION+INTO+THE+POWDER+RIVER+BASIN%2C+POWDER+RIVER+BASIN+EXPANSION+PROJECT%2C+MINNESOTA%2C+SOUTH+DAKOTA%2C+WYOMING+%28FINANCE+DOCKET+NO.+33407+-+DAKOTA%2C+MINNESOTA%2C+%26+EASTERN+RAILROAD+CORPORATION%29+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+2001%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH SHORE ROAD, SWAIN AND GRAHAM COUNTIES, NORTH CAROLINA. [Part 3 of 3] T2 - NORTH SHORE ROAD, SWAIN AND GRAHAM COUNTIES, NORTH CAROLINA. AN - 36389428; 11863-050548_0003 AB - PURPOSE: The improvement of North Shore road in Swain County, North Carolina is proposed. The project corridor includes a potion of the Great Smoky Mountains National Park, and the record of decision for this EIS process would serve as a general management plan amendment for the park if an alternative that is not consistent with the current park direction was adopted. In 1943, the Tennessee Valley Authority, the Department of the Interior, and the state of North Carolina, and Swain County entered into a memorandum of agreement that dealt with the creation of Fontana Dam and Reservoir and the resultant flooding of lands and roads within the county. As part of the agreement, 44,170 acres of land were transferred to the Bureau of Land Management (BLM) and made part of the national park. The agreement contained a provision by which the state was to construct a road from Bryson City to the national park boundary, and the BLM was to construct a road through the park along the north shore of the newly formed Fontana Reservoir to replace flooded NC 288. The state completed its obligation n 1959, but the BLM lacked funding for road construction. Between 1948 and 1970, the Department of the Interior, through the National Park Service, built 7.2 miles of the proposed read, leaving 30 miles unconstructed. During the early construction efforts, it was discovered that the route of the road would be through unstable terrain, resulting in the possibility of landslides during and after construction and requiring more extensive engineering than originally supposed. A stratum subject to acid leaching was also encountered. In October 2000, Congress appropriated $16 million for construction or, and improvements to, North Shore Road. In the meantime, environmental groups have contended that construction and use of the road would harm park resources; certain of these entities support a cash settlement in lieu of the road. Five alternatives, including a No Action Alternative, are considered in this draft EIS. The alternatives include the monetary settlement proposal, development of a Laurel Branch Picnic Area and associated access road; a partial-build alternative extending eight miles from the existing tunnel west to the vicinity of the former Bushnell settlement, and one full-build alternatives. Two road types are under consideration, including a paved principal park road and a gravel primitive park road. Estimated costs of the monetary settlement, Laurel Branch alternative are $52 million and $13.7 million, respectively. The cost of partial-build alternative extending to Bushnell is estimated to range from $92.2 million to $148.6 million, with the low figure applying to the primitive park road design and the high figure applying to the principal park road design. The estimated costs of the full-build alternatives range from $344.9 million to $589.7 million, the figures representing the primitive and principal park road options, respectively. POSITIVE IMPACTS: The construction of the road would allow families that lived along the north shore of the Little Tennessee River prior to its acquisition by the national park access to old home sites and family cemeteries. The road would also provide economic benefits to the county via increased tourist access. NEGATIVE IMPACTS: Additional traffic in the area would affect the pristine natural appearance of the corridor along the lake. Under the build alternatives, from eight to 906 acres would be reclassified from natural environment to a transportation subzone. Vegetation and wildlife habitat, including habitat for migratory birds and the federally protected bald eagle and Indiana bat, would be permanently displaced in the construction corridor. Six historic structures and several archaeological sites could be affected by construction activities and roadway use. The Appalachian National Scenic Trail would be affected. All build alternatives would encroach on the 100-year floodplain at major stream crossings. Approximately 69 acres of wetlands would lie within the corridor affected by the project, and lakes and streams would also suffer from increased runoff and the associated pollutants. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 050548, 1,091 pages and maps, CD-ROM, December 23, 2005 PY - 2005 VL - 3 KW - Roads and Railroads KW - Agency number: DES 05-75 KW - Air Quality Assessments KW - Archaeological Sites KW - Birds KW - Cost Assessments KW - Cemeteries KW - Endangered Species (Animals) KW - Floodplains KW - Highways KW - Historic Sites KW - National Parks KW - Recreation Facilities KW - Recreation Resources KW - Reservoirs KW - Roads KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Vegetation KW - Visual Resources Surveys KW - Water Quality KW - Water Quality Assessments KW - Wildlife Habitat KW - Wildlife Surveys KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36389428?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+SHORE+ROAD%2C+SWAIN+AND+GRAHAM+COUNTIES%2C+NORTH+CAROLINA.&rft.title=NORTH+SHORE+ROAD%2C+SWAIN+AND+GRAHAM+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service; DOI N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 23, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH SHORE ROAD, SWAIN AND GRAHAM COUNTIES, NORTH CAROLINA. [Part 1 of 3] T2 - NORTH SHORE ROAD, SWAIN AND GRAHAM COUNTIES, NORTH CAROLINA. AN - 36389346; 11863-050548_0001 AB - PURPOSE: The improvement of North Shore road in Swain County, North Carolina is proposed. The project corridor includes a potion of the Great Smoky Mountains National Park, and the record of decision for this EIS process would serve as a general management plan amendment for the park if an alternative that is not consistent with the current park direction was adopted. In 1943, the Tennessee Valley Authority, the Department of the Interior, and the state of North Carolina, and Swain County entered into a memorandum of agreement that dealt with the creation of Fontana Dam and Reservoir and the resultant flooding of lands and roads within the county. As part of the agreement, 44,170 acres of land were transferred to the Bureau of Land Management (BLM) and made part of the national park. The agreement contained a provision by which the state was to construct a road from Bryson City to the national park boundary, and the BLM was to construct a road through the park along the north shore of the newly formed Fontana Reservoir to replace flooded NC 288. The state completed its obligation n 1959, but the BLM lacked funding for road construction. Between 1948 and 1970, the Department of the Interior, through the National Park Service, built 7.2 miles of the proposed read, leaving 30 miles unconstructed. During the early construction efforts, it was discovered that the route of the road would be through unstable terrain, resulting in the possibility of landslides during and after construction and requiring more extensive engineering than originally supposed. A stratum subject to acid leaching was also encountered. In October 2000, Congress appropriated $16 million for construction or, and improvements to, North Shore Road. In the meantime, environmental groups have contended that construction and use of the road would harm park resources; certain of these entities support a cash settlement in lieu of the road. Five alternatives, including a No Action Alternative, are considered in this draft EIS. The alternatives include the monetary settlement proposal, development of a Laurel Branch Picnic Area and associated access road; a partial-build alternative extending eight miles from the existing tunnel west to the vicinity of the former Bushnell settlement, and one full-build alternatives. Two road types are under consideration, including a paved principal park road and a gravel primitive park road. Estimated costs of the monetary settlement, Laurel Branch alternative are $52 million and $13.7 million, respectively. The cost of partial-build alternative extending to Bushnell is estimated to range from $92.2 million to $148.6 million, with the low figure applying to the primitive park road design and the high figure applying to the principal park road design. The estimated costs of the full-build alternatives range from $344.9 million to $589.7 million, the figures representing the primitive and principal park road options, respectively. POSITIVE IMPACTS: The construction of the road would allow families that lived along the north shore of the Little Tennessee River prior to its acquisition by the national park access to old home sites and family cemeteries. The road would also provide economic benefits to the county via increased tourist access. NEGATIVE IMPACTS: Additional traffic in the area would affect the pristine natural appearance of the corridor along the lake. Under the build alternatives, from eight to 906 acres would be reclassified from natural environment to a transportation subzone. Vegetation and wildlife habitat, including habitat for migratory birds and the federally protected bald eagle and Indiana bat, would be permanently displaced in the construction corridor. Six historic structures and several archaeological sites could be affected by construction activities and roadway use. The Appalachian National Scenic Trail would be affected. All build alternatives would encroach on the 100-year floodplain at major stream crossings. Approximately 69 acres of wetlands would lie within the corridor affected by the project, and lakes and streams would also suffer from increased runoff and the associated pollutants. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 050548, 1,091 pages and maps, CD-ROM, December 23, 2005 PY - 2005 VL - 1 KW - Roads and Railroads KW - Agency number: DES 05-75 KW - Air Quality Assessments KW - Archaeological Sites KW - Birds KW - Cost Assessments KW - Cemeteries KW - Endangered Species (Animals) KW - Floodplains KW - Highways KW - Historic Sites KW - National Parks KW - Recreation Facilities KW - Recreation Resources KW - Reservoirs KW - Roads KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Vegetation KW - Visual Resources Surveys KW - Water Quality KW - Water Quality Assessments KW - Wildlife Habitat KW - Wildlife Surveys KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36389346?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+SHORE+ROAD%2C+SWAIN+AND+GRAHAM+COUNTIES%2C+NORTH+CAROLINA.&rft.title=NORTH+SHORE+ROAD%2C+SWAIN+AND+GRAHAM+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service; DOI N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 23, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NORTH SHORE ROAD, SWAIN AND GRAHAM COUNTIES, NORTH CAROLINA. [Part 2 of 3] T2 - NORTH SHORE ROAD, SWAIN AND GRAHAM COUNTIES, NORTH CAROLINA. AN - 36381074; 11863-050548_0002 AB - PURPOSE: The improvement of North Shore road in Swain County, North Carolina is proposed. The project corridor includes a potion of the Great Smoky Mountains National Park, and the record of decision for this EIS process would serve as a general management plan amendment for the park if an alternative that is not consistent with the current park direction was adopted. In 1943, the Tennessee Valley Authority, the Department of the Interior, and the state of North Carolina, and Swain County entered into a memorandum of agreement that dealt with the creation of Fontana Dam and Reservoir and the resultant flooding of lands and roads within the county. As part of the agreement, 44,170 acres of land were transferred to the Bureau of Land Management (BLM) and made part of the national park. The agreement contained a provision by which the state was to construct a road from Bryson City to the national park boundary, and the BLM was to construct a road through the park along the north shore of the newly formed Fontana Reservoir to replace flooded NC 288. The state completed its obligation n 1959, but the BLM lacked funding for road construction. Between 1948 and 1970, the Department of the Interior, through the National Park Service, built 7.2 miles of the proposed read, leaving 30 miles unconstructed. During the early construction efforts, it was discovered that the route of the road would be through unstable terrain, resulting in the possibility of landslides during and after construction and requiring more extensive engineering than originally supposed. A stratum subject to acid leaching was also encountered. In October 2000, Congress appropriated $16 million for construction or, and improvements to, North Shore Road. In the meantime, environmental groups have contended that construction and use of the road would harm park resources; certain of these entities support a cash settlement in lieu of the road. Five alternatives, including a No Action Alternative, are considered in this draft EIS. The alternatives include the monetary settlement proposal, development of a Laurel Branch Picnic Area and associated access road; a partial-build alternative extending eight miles from the existing tunnel west to the vicinity of the former Bushnell settlement, and one full-build alternatives. Two road types are under consideration, including a paved principal park road and a gravel primitive park road. Estimated costs of the monetary settlement, Laurel Branch alternative are $52 million and $13.7 million, respectively. The cost of partial-build alternative extending to Bushnell is estimated to range from $92.2 million to $148.6 million, with the low figure applying to the primitive park road design and the high figure applying to the principal park road design. The estimated costs of the full-build alternatives range from $344.9 million to $589.7 million, the figures representing the primitive and principal park road options, respectively. POSITIVE IMPACTS: The construction of the road would allow families that lived along the north shore of the Little Tennessee River prior to its acquisition by the national park access to old home sites and family cemeteries. The road would also provide economic benefits to the county via increased tourist access. NEGATIVE IMPACTS: Additional traffic in the area would affect the pristine natural appearance of the corridor along the lake. Under the build alternatives, from eight to 906 acres would be reclassified from natural environment to a transportation subzone. Vegetation and wildlife habitat, including habitat for migratory birds and the federally protected bald eagle and Indiana bat, would be permanently displaced in the construction corridor. Six historic structures and several archaeological sites could be affected by construction activities and roadway use. The Appalachian National Scenic Trail would be affected. All build alternatives would encroach on the 100-year floodplain at major stream crossings. Approximately 69 acres of wetlands would lie within the corridor affected by the project, and lakes and streams would also suffer from increased runoff and the associated pollutants. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). JF - EPA number: 050548, 1,091 pages and maps, CD-ROM, December 23, 2005 PY - 2005 VL - 2 KW - Roads and Railroads KW - Agency number: DES 05-75 KW - Air Quality Assessments KW - Archaeological Sites KW - Birds KW - Cost Assessments KW - Cemeteries KW - Endangered Species (Animals) KW - Floodplains KW - Highways KW - Historic Sites KW - National Parks KW - Recreation Facilities KW - Recreation Resources KW - Reservoirs KW - Roads KW - Socioeconomic Assessments KW - Soils Surveys KW - Trails KW - Vegetation KW - Visual Resources Surveys KW - Water Quality KW - Water Quality Assessments KW - Wildlife Habitat KW - Wildlife Surveys KW - North Carolina KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381074?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NORTH+SHORE+ROAD%2C+SWAIN+AND+GRAHAM+COUNTIES%2C+NORTH+CAROLINA.&rft.title=NORTH+SHORE+ROAD%2C+SWAIN+AND+GRAHAM+COUNTIES%2C+NORTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Interior, National Park Service; DOI N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 23, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH ACCESS TO THE GOLDEN GATE BRIDGE, DOYLE DRIVE, SAN FRANCISCO, CALIFORNIA. AN - 16355742; 11860 AB - PURPOSE: The reconstruction of Doyle Drive (Route 101) to improve south access to the Golden Gate Bridge in San Francisco, San Francisco County, California is proposed. The bridge connects San Francisco and marine counties across the San Francisco Bay. The roadway also provides limited access to the Presidio of San Francisco. Doyle Drive is located within the Presidio, a national historic landmark, providing access to such cultural and natural features as the Golden Gate National Recreation Area, the Presidio, the Golden Gate Bridge, and the Palace of Fine Arts. Existing Doyle Drive, which was constructed nearly 70 years ago, is currently nearing the end of its useful life. Regular maintenance, seismic retrofitting, and rehabilitation activities have kept the structure safe, but a long term solution to these problems is necessary. The eastern portion of the corridor is located in a Liquefaction zone. Action A No-Build Alternative and two build alternatives are considered in this draft EIS. The first action alterative, which would involve reconstruction of the existing facility, would replace the 1,519-foot high viaduct and the 3,730-foot long, low viaduct with wider structures that would meet the current seismic and structural design standards. The second action alternative would replace the existing facility with a new six-lane parkway, with an eastbound auxiliary lane, extending between the Park Presidio six-lane facility and the new Presidio access at Girard Road. The new facility would consist of two 11-foot lanes and one 12-foot outside lane in each direction, with 9.75-foot outside shoulders and five-foot inside shoulders. In addition, an 11-foot auxiliary lane would run along southbound Doyle Drive from the Park Presidio interchange to the Girard Road exit ramp. The width of the proposed landscaped median would vary from 16 feet to 41 feet. The Veterans Boulevard interchange would be reconfigured. Other design chances would be implemented. Estimated cost of the replacement alternative ranges from $552.8 million to $585.6 million, while the cost estimates for parkway alternative ranges from range from $689.9 million to $701.2 million. Construction of an optional ramp would increase the cost of the parkway alternative by $8.6 million. POSITIVE IMPACTS: The project would improve the seismic, structural, and traffic safety of the roadway, maintaining the functions of the Doyle Drive corridor as part of the regional and municipal transportation network. The natural, cultural, an scenic aspects of the facility would be preserved. Roadway design would minimize the impacts of noise and other pollution from the Doyle Drive corridor on natural areas and recreational qualities at Crissy Field and other areas adjacent to the project area. Intermodal vehicular accessibility would be enhanced, a more appropriate parkway concept would replace the current design of the facility. NEGATIVE IMPACTS: Rights-of-way development would result in the removal of one to 13 building, 1.5 to 12.6 acres of park and recreational lands, 6.75 to 52.45 acres of natural communities, and 0.54 to 0.88 acre of jurisdictional wetlands; wildlife habitat and skunkweeds and gumplants would be removed, and the corridor would be more prone to invasion by weedy alien plant life. Under the parkway alternative, the project would reduce the area for possible Crissy Marsh Expansion. Up to 118 additional parking spaces could be required within the local community. Area aesthetic could be marred by project structures and pavements, and the removal of existing Doyle Drive and associated and nearby features would alter the historic setting of the Presidio and the local neighborhood Traffic-generated noise would approach of exceed federal standards in the vicinity of 24 to 34 sensitive receptors along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (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: 050545, 861 pages and maps, December 23, 2005 PY - 2005 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-02-01-D KW - Bridges KW - Cultural Resources Assessments KW - Earthquakes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Transportation KW - Vegetation KW - Visual Resources KW - Visual Resources Surveys KW - Wetlands KW - Wildlife Habitat KW - California KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16355742?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTH+ACCESS+TO+THE+GOLDEN+GATE+BRIDGE%2C+DOYLE+DRIVE%2C+SAN+FRANCISCO%2C+CALIFORNIA.&rft.title=SOUTH+ACCESS+TO+THE+GOLDEN+GATE+BRIDGE%2C+DOYLE+DRIVE%2C+SAN+FRANCISCO%2C+CALIFORNIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, San Francisco, California; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 23, 2005 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 11 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36389663; 060002D-050540_0011 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 11 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36389663?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 104 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36389316; 060002D-050540_0104 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 104 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36389316?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 114 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36389211; 060002D-050540_0114 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 114 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36389211?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 112 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36388868; 060002D-050540_0112 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 112 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388868?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 96 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36388474; 060002D-050540_0096 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 96 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388474?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 48 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36388441; 060002D-050540_0048 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 48 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388441?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 99 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36388321; 060002D-050540_0099 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 99 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388321?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 9 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36388194; 060002D-050540_0009 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 9 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388194?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 122 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36388077; 060002D-050540_0122 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 122 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388077?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 46 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36388072; 060002D-050540_0046 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 46 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36388072?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 50 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36387836; 060002D-050540_0050 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 50 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387836?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 120 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36387718; 060002D-050540_0120 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 120 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387718?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 45 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36387464; 060002D-050540_0045 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 45 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387464?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 73 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36387331; 060002D-050540_0073 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 73 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387331?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 78 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36387106; 060002D-050540_0078 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 78 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36387106?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 86 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36386755; 060002D-050540_0086 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 86 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36386755?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 4 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36386750; 060002D-050540_0004 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 4 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36386750?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 1 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36386707; 060002D-050540_0001 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 1 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36386707?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 44 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36386391; 060002D-050540_0044 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 44 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36386391?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 87 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36386026; 060002D-050540_0087 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 87 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36386026?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 31 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36385922; 060002D-050540_0031 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 31 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36385922?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 57 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36385813; 060002D-050540_0057 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 57 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36385813?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 21 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36385732; 060002D-050540_0021 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 21 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36385732?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 56 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36385466; 060002D-050540_0056 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 56 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36385466?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 54 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36385240; 060002D-050540_0054 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 54 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36385240?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 25 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36384663; 060002D-050540_0025 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 25 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36384663?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 17 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36384477; 060002D-050540_0017 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 17 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36384477?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 27 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36384176; 060002D-050540_0027 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 27 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36384176?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 111 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36383662; 060002D-050540_0111 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 111 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36383662?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 108 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36383434; 060002D-050540_0108 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 108 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36383434?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 72 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36383156; 060002D-050540_0072 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 72 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36383156?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 103 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36383010; 060002D-050540_0103 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 103 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36383010?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 91 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36382807; 060002D-050540_0091 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 91 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382807?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 42 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36382723; 060002D-050540_0042 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 42 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382723?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 22 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36382499; 060002D-050540_0022 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 22 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382499?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 85 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36382331; 060002D-050540_0085 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 85 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382331?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 83 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36382068; 060002D-050540_0083 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 83 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382068?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 101 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36381520; 060002D-050540_0101 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 101 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381520?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 41 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36381500; 060002D-050540_0041 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 41 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381500?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 93 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36381268; 060002D-050540_0093 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 93 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381268?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 107 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36380266; 060002D-050540_0107 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 107 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380266?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 29 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36380156; 060002D-050540_0029 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 29 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380156?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 77 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36380002; 060002D-050540_0077 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 77 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380002?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 76 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36379687; 060002D-050540_0076 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 76 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379687?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 61 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36379393; 060002D-050540_0061 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 61 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379393?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 19 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36378881; 060002D-050540_0019 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 19 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378881?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 12 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36378867; 060002D-050540_0012 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 12 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378867?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 14 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36378677; 060002D-050540_0014 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 14 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378677?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 28 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36378440; 060002D-050540_0028 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 28 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378440?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 68 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36378246; 060002D-050540_0068 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 68 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378246?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 67 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36378041; 060002D-050540_0067 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 67 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378041?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 62 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36378016; 060002D-050540_0062 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 62 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378016?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 123 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36377970; 060002D-050540_0123 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 123 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36377970?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 65 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36377947; 060002D-050540_0065 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 65 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36377947?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 115 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36375150; 060002D-050540_0115 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 115 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36375150?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 95 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36374385; 060002D-050540_0095 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 95 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36374385?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 2 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36374238; 060002D-050540_0002 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 2 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36374238?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 92 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36374109; 060002D-050540_0092 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 92 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36374109?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 109 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36373975; 060002D-050540_0109 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 109 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373975?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 105 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36373742; 060002D-050540_0105 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 105 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373742?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 125 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36373640; 060002D-050540_0125 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 125 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373640?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 124 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36373415; 060002D-050540_0124 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 124 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373415?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 81 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36373412; 060002D-050540_0081 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 81 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373412?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 100 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36373215; 060002D-050540_0100 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 100 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373215?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 49 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36373194; 060002D-050540_0049 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 49 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373194?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 121 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36373164; 060002D-050540_0121 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 121 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373164?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 75 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36373149; 060002D-050540_0075 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 75 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373149?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 52 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36372933; 060002D-050540_0052 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 52 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372933?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 116 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36372908; 060002D-050540_0116 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 116 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372908?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 89 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36372792; 060002D-050540_0089 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 89 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372792?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 110 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36372705; 060002D-050540_0110 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 110 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372705?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 88 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36372578; 060002D-050540_0088 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 88 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372578?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 80 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36372362; 060002D-050540_0080 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 80 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372362?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 40 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36372189; 060002D-050540_0040 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 40 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372189?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 53 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36372183; 060002D-050540_0053 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 53 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372183?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 3 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36372132; 060002D-050540_0003 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 3 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372132?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 35 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36371997; 060002D-050540_0035 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 35 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371997?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 60 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36371944; 060002D-050540_0060 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 60 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371944?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 34 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36371805; 060002D-050540_0034 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 34 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371805?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 37 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36371800; 060002D-050540_0037 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 37 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371800?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 16 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36371577; 060002D-050540_0016 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 16 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371577?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 55 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36371555; 060002D-050540_0055 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 55 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371555?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 38 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36371520; 060002D-050540_0038 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 38 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371520?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 20 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36371409; 060002D-050540_0020 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 20 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371409?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 32 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36371307; 060002D-050540_0032 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 32 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371307?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 66 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36370837; 060002D-050540_0066 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 66 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370837?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 94 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36370453; 060002D-050540_0094 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 94 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370453?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 5 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36369749; 060002D-050540_0005 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 5 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369749?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 71 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36369643; 060002D-050540_0071 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 71 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369643?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 43 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36369542; 060002D-050540_0043 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 43 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369542?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 79 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36369293; 060002D-050540_0079 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 79 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369293?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 90 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36369137; 060002D-050540_0090 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 90 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369137?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 59 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36368744; 060002D-050540_0059 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 59 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368744?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. [Part 69 of 126] T2 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 36364993; 060002D-050540_0069 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 VL - 69 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36364993?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW YORK/NEW JERSEY/PHILADELPHIA METROPOLITAN AREA AIRSPACE REDESIGN, NEW YORK STATE AND PENNSYLVANIA. AN - 16340909; 11855 AB - PURPOSE: The redesign of the airspace in the New York/New Jersey/Philadelphia Metropolitan Area (NY/NJ/PHIL) of New York, New Jersey, and Pennsylvania is proposed. The plan would affect aircraft operating under instrument flight rule to and from John F. Kennedy International Airport, LaGuardia Airport, Newark Liberty International Airport, Teterboro Airport, and Philadelphia International Airport. The basic air traffic environment for the NY/NJ/PHIL Metropolitan Area airspace was designed and implemented in the 1960s. Since then, the volume of air traffic and the type of aircraft using the air traffic control system have changed significantly. However, the basic structure of the aerospace has essentially remained the same, not being adequately modified to address changes in the aviation industry, including increased air traffic levels and the use of new aircraft types. Four alternatives, including a No Action Alternative, which would perpetuate the existing system, are considered in this draft EIS. The first action alternative would provide for modifications to the existing airspace, including modifications to current routes and procedures to improve the efficiency in the current airspace system. The second action alternative, forwarded by the New Jersey Citizens for Environmental Research, would move all flights departing from Newark International Airport over the Atlantic Ocean before having the aircraft turn in the direction of their final destinations. The third action alternative would integrate the New York Terminal Radar Approach Control's airspace with portions of the surrounding Air Route Traffic Control Centers' airspace to operate more seamlessly. Impact categories addressed for all alternatives include reduction of airspace complexity,, reduction of voice communications requirements, reduction of delays, balancing controlled workload, meeting system demands and improving user access to the system, expediting arrivals and departures, promoting routing flexibility, and maintaining airport throughput. POSITIVE IMPACTS: The redesigned airspace would provide a system for more efficiently directing instrument flight rule aircraft to and from major airports in the study area. The system would accommodate the growth in air traffic and the alteration in aircraft size and design, while maintaining safety and mitigating delays. NEGATIVE IMPACTS: Significant environmental impacts identified for each alternative include aircraft noise levels, socioeconomic impacts, particularly those related to impacts on minority and low-income populations, and secondary or induced impacts. All other impact categories are not applicable or the impacts are not significant. LEGAL MANDATES: Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.). JF - EPA number: 050540, 414 pages, December 20, 2005 PY - 2005 KW - Air Transportation KW - Aircraft KW - Aircraft Noise KW - Airports KW - Minorities KW - Transportation KW - New Jersey KW - New York KW - Pennsylvania KW - Federal Aviation Act of 1958, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16340909?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.title=NEW+YORK%2FNEW+JERSEY%2FPHILADELPHIA+METROPOLITAN+AREA+AIRSPACE+REDESIGN%2C+NEW+YORK+STATE+AND+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Reston, Virginia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 20, 2005 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - HORIZONTAL LAUNCH AND REENTRY OF REENTRY VEHICLES. [Part 1 of 1] T2 - HORIZONTAL LAUNCH AND REENTRY OF REENTRY VEHICLES. AN - 36378538; 060153F-050536_0001 AB - PURPOSE: The licensing for the launch of horizontally launched vehicles and the reentry of reentry vehicles (RVs) to be marketed and operated by commercial space access interests is proposed. This final Programmatic EIS (PEIS) evaluates three horizontal launch vehicle (LV) design concepts and both powered and un-powered RV concepts as well as a No Action Alternative. This PEIS assesses the potential programmatic environmental effects of licensing horizontal launches and reentries of RVs, as well as the licensing of launch facilities that would support horizontal launches and reentries. The information in the PEIS is not intended to address all site-specific launch issues. This PEIS will be used to tier subsequent environmental analyses for site-specific launches, reentries, or the operation of a launch or reentry site. To facilitate these site- specific environmental analyses the Federal Aviation Administration (FAA) has provided guidance throughout the PEIS in various sections and technical appendices. This PEIS is intended to update and replace the 1992 Final PEIS for Commercial Reentry Vehicles and complement the 2001 PEIS for licensing launches. The FAA exercises licensing authority in accordance with the Commercial Space Launch Act and Commercial Space Transportation Licensing Regulations, 14 CFR Ch. III, which authorize the FAA to license the launch of an LV or the reentry of an RV when conducted within the U.S. and those operated by U.S. citizens abroad. The scope of the PEIS includes launches on orbital and suborbital trajectories from both existing government launch facilities and nonfederal launch sites in the U.S. and abroad. The FAA identified three types of LVs, called out in this analysis as Concept 1, Concept 2, and Concept 3, which would be typical of the vehicles that would operate within the activities specified in this PEIS. Additionally, both powered and un-powered RV concepts are considered in this analysis. This PEIS may be used to tier subsequent environmental documentation that the FAA would use to make a determination about licensing the launches and reentries of the aforementioned types of LVs and RLVs. Additional environmental analysis would need to be conducted for any activity that is not addressed in this Draft PEIS or in previous environmental analyses. Launch vehicles included in Concept 1 would use jet-powered take off with subsequent rocket ignition, and conduct a powered horizontal landing. These LVs would take off from conventional runways using jet power, and then ignite rocket engines at a specified altitude. The LV would use either suborbital or orbital trajectories depending on the mission. During descent, jet engines would be restarted at a specified altitude and the vehicle would fly to a powered, horizontal landing at a designated location. Launch vehicles included in Concept 2 would use rocket powered take off and flight, and a non-powered horizontal landing. The rocket motors would be ignited while the LV is on the runway. After takeoff, the LV would follow a steep ascent trajectory that could be suborbital or orbital. The vehicle would not use powered descent but would glide to a horizontal landing at a designated location. Launch vehicles included in Concept 3 would be carried aloft via assist aircraft with subsequent rocket ignition, and would conduct a non-powered horizontal landing. The vehicle would be comprised of an assist aircraft, such as a carrier or tow aircraft, and an LV, which would range from 30 to 150 feet in length. Depending on the design configuration, the LV could be attached to the top, mated to the underside, or tethered to the assist aircraft. After taking off on a horizontal runway, the LV would be released from the assist aircraft and rocket engines on the LV would be fired. The assist aircraft would make a powered horizontal landing after releasing the LV. The LV trajectory could be either orbital or suborbital. The LV would not use powered descent but would glide to a horizontal landing at a designated location. Reentry vehicle concepts include both un-powered and powered vehicles. Once an un-powered RV concept enters Earth's atmosphere, it would glide, deploy a parachute or parafoil, and descend to the Earth's surface. Once a powered RV concept enters Earth's atmosphere, a propulsion system would be used to control descent and direct the RV to a landing site. Both RV concepts could be oriented vertically or horizontally during reentry and subsequent landing. The design and size of the RV dictates whether descent would be powered or un-powered. Three alternatives to the proposed action were considered in the Draft PEIS. The first alternative would be to issue licenses for orbital reusable launch vehicles (RLVs) using un-powered reentry and landing only. The second alternative would be to issue licenses to orbital RLVs using powered reentry and landing only. The third alternative would be to issue licenses of horizontal launches of RLVs where full rocket engine ignition occurs at or above 3,000 feet. Under the No Action Alternative, the FAA would not issue licenses for the horizontal launch of LVs and reentry of RVs, as well as the operation of launch and reentry sites for such activities. POSITIVE IMPACTS: The licensing requirements would regulate the launches and re-entry of commercial spacecraft, allowing safe commercial space travel to become available to the public through individual financially viable, private firms. Research performed by these firms would contribute to our understanding of the means by which to place humans safely into earth orbit. NEGATIVE IMPACTS: Successful launches would result in impacts to the atmosphere, airspace, biological resources, cultural resources, public health and safety, hazardous materials and hazardous waste, geology and soils, land use, noise, socioeconomics, environmental justice, section 4(f) resources, orbital debris, aesthetic and visual resources, and water resources. Unsuccessful launches and/or travel could result in injury and/or death, releases of toxic substances into the atmosphere, and more extreme impacts to the abovementioned resources to be affected by successful launches. LEGAL MANDATES: Commercial Space Launch Act, Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0655D, Volume 29, Number 4. For the abstract of an earlier PEIS on commercial launch vehicles, see 99-0318D, Volume 23, Number 4. JF - EPA number: 050536, 267 pages, December 16, 2005 PY - 2005 VL - 1 KW - Roads and Railroads KW - Aircraft KW - Air Quality Assessments KW - Air Quality KW - Public Health KW - Regulations KW - Safety KW - Spacecraft KW - Department of Transportation Act of 1966, Compliance KW - Commercial Space Launch Act, Licensing KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378538?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HORIZONTAL+LAUNCH+AND+REENTRY+OF+REENTRY+VEHICLES.&rft.title=HORIZONTAL+LAUNCH+AND+REENTRY+OF+REENTRY+VEHICLES.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 16, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - HORIZONTAL LAUNCH AND REENTRY OF REENTRY VEHICLES. AN - 16344614; 11851 AB - PURPOSE: The licensing for the launch of horizontally launched vehicles and the reentry of reentry vehicles (RVs) to be marketed and operated by commercial space access interests is proposed. This final Programmatic EIS (PEIS) evaluates three horizontal launch vehicle (LV) design concepts and both powered and un-powered RV concepts as well as a No Action Alternative. This PEIS assesses the potential programmatic environmental effects of licensing horizontal launches and reentries of RVs, as well as the licensing of launch facilities that would support horizontal launches and reentries. The information in the PEIS is not intended to address all site-specific launch issues. This PEIS will be used to tier subsequent environmental analyses for site-specific launches, reentries, or the operation of a launch or reentry site. To facilitate these site- specific environmental analyses the Federal Aviation Administration (FAA) has provided guidance throughout the PEIS in various sections and technical appendices. This PEIS is intended to update and replace the 1992 Final PEIS for Commercial Reentry Vehicles and complement the 2001 PEIS for licensing launches. The FAA exercises licensing authority in accordance with the Commercial Space Launch Act and Commercial Space Transportation Licensing Regulations, 14 CFR Ch. III, which authorize the FAA to license the launch of an LV or the reentry of an RV when conducted within the U.S. and those operated by U.S. citizens abroad. The scope of the PEIS includes launches on orbital and suborbital trajectories from both existing government launch facilities and nonfederal launch sites in the U.S. and abroad. The FAA identified three types of LVs, called out in this analysis as Concept 1, Concept 2, and Concept 3, which would be typical of the vehicles that would operate within the activities specified in this PEIS. Additionally, both powered and un-powered RV concepts are considered in this analysis. This PEIS may be used to tier subsequent environmental documentation that the FAA would use to make a determination about licensing the launches and reentries of the aforementioned types of LVs and RLVs. Additional environmental analysis would need to be conducted for any activity that is not addressed in this Draft PEIS or in previous environmental analyses. Launch vehicles included in Concept 1 would use jet-powered take off with subsequent rocket ignition, and conduct a powered horizontal landing. These LVs would take off from conventional runways using jet power, and then ignite rocket engines at a specified altitude. The LV would use either suborbital or orbital trajectories depending on the mission. During descent, jet engines would be restarted at a specified altitude and the vehicle would fly to a powered, horizontal landing at a designated location. Launch vehicles included in Concept 2 would use rocket powered take off and flight, and a non-powered horizontal landing. The rocket motors would be ignited while the LV is on the runway. After takeoff, the LV would follow a steep ascent trajectory that could be suborbital or orbital. The vehicle would not use powered descent but would glide to a horizontal landing at a designated location. Launch vehicles included in Concept 3 would be carried aloft via assist aircraft with subsequent rocket ignition, and would conduct a non-powered horizontal landing. The vehicle would be comprised of an assist aircraft, such as a carrier or tow aircraft, and an LV, which would range from 30 to 150 feet in length. Depending on the design configuration, the LV could be attached to the top, mated to the underside, or tethered to the assist aircraft. After taking off on a horizontal runway, the LV would be released from the assist aircraft and rocket engines on the LV would be fired. The assist aircraft would make a powered horizontal landing after releasing the LV. The LV trajectory could be either orbital or suborbital. The LV would not use powered descent but would glide to a horizontal landing at a designated location. Reentry vehicle concepts include both un-powered and powered vehicles. Once an un-powered RV concept enters Earth's atmosphere, it would glide, deploy a parachute or parafoil, and descend to the Earth's surface. Once a powered RV concept enters Earth's atmosphere, a propulsion system would be used to control descent and direct the RV to a landing site. Both RV concepts could be oriented vertically or horizontally during reentry and subsequent landing. The design and size of the RV dictates whether descent would be powered or un-powered. Three alternatives to the proposed action were considered in the Draft PEIS. The first alternative would be to issue licenses for orbital reusable launch vehicles (RLVs) using un-powered reentry and landing only. The second alternative would be to issue licenses to orbital RLVs using powered reentry and landing only. The third alternative would be to issue licenses of horizontal launches of RLVs where full rocket engine ignition occurs at or above 3,000 feet. Under the No Action Alternative, the FAA would not issue licenses for the horizontal launch of LVs and reentry of RVs, as well as the operation of launch and reentry sites for such activities. POSITIVE IMPACTS: The licensing requirements would regulate the launches and re-entry of commercial spacecraft, allowing safe commercial space travel to become available to the public through individual financially viable, private firms. Research performed by these firms would contribute to our understanding of the means by which to place humans safely into earth orbit. NEGATIVE IMPACTS: Successful launches would result in impacts to the atmosphere, airspace, biological resources, cultural resources, public health and safety, hazardous materials and hazardous waste, geology and soils, land use, noise, socioeconomics, environmental justice, section 4(f) resources, orbital debris, aesthetic and visual resources, and water resources. Unsuccessful launches and/or travel could result in injury and/or death, releases of toxic substances into the atmosphere, and more extreme impacts to the abovementioned resources to be affected by successful launches. LEGAL MANDATES: Commercial Space Launch Act, Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.) and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0655D, Volume 29, Number 4. For the abstract of an earlier PEIS on commercial launch vehicles, see 99-0318D, Volume 23, Number 4. JF - EPA number: 050536, 267 pages, December 16, 2005 PY - 2005 KW - Roads and Railroads KW - Aircraft KW - Air Quality Assessments KW - Air Quality KW - Public Health KW - Regulations KW - Safety KW - Spacecraft KW - Department of Transportation Act of 1966, Compliance KW - Commercial Space Launch Act, Licensing KW - Federal Water Pollution Control Act of 1972, Section 404 Permits UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16344614?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=HORIZONTAL+LAUNCH+AND+REENTRY+OF+REENTRY+VEHICLES.&rft.title=HORIZONTAL+LAUNCH+AND+REENTRY+OF+REENTRY+VEHICLES.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Washington, District of Columbia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 16, 2005 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 14 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36385386; 060151F-050529_0014 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 14 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36385386?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 7 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36385256; 060151F-050529_0007 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36385256?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 5 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36385083; 060151F-050529_0005 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36385083?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 35 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36385053; 060151F-050529_0035 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 35 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36385053?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 32 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36384926; 060151F-050529_0032 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 32 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36384926?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 37 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36383870; 060151F-050529_0037 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 37 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36383870?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 11 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36383737; 060151F-050529_0011 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36383737?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 8 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36383486; 060151F-050529_0008 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36383486?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 6 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36383331; 060151F-050529_0006 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36383331?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 39 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36383281; 060151F-050529_0039 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 39 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36383281?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 36 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36383111; 060151F-050529_0036 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 36 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36383111?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 18 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36382696; 060151F-050529_0018 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 18 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36382696?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 3 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36382490; 060151F-050529_0003 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36382490?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 22 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36382009; 060151F-050529_0022 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 22 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36382009?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 1 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36381728; 060151F-050529_0001 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36381728?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 4 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36380662; 060151F-050529_0004 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36380662?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 16 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36374846; 060151F-050529_0016 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 16 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36374846?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 13 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36374732; 060151F-050529_0013 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36374732?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 34 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36374384; 060151F-050529_0034 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 34 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36374384?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 12 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36373530; 060151F-050529_0012 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36373530?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 10 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36373407; 060151F-050529_0010 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 10 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36373407?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 24 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36370875; 060151F-050529_0024 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 24 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36370875?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 23 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36370815; 060151F-050529_0023 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 23 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36370815?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 31 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36370580; 060151F-050529_0031 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 31 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36370580?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 27 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36370236; 060151F-050529_0027 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 27 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36370236?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 21 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36370149; 060151F-050529_0021 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 21 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36370149?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 17 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36369934; 060151F-050529_0017 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 17 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36369934?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 29 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36369816; 060151F-050529_0029 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 29 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36369816?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 2 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36369802; 060151F-050529_0002 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36369802?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 25 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36369745; 060151F-050529_0025 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 25 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36369745?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 33 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36369484; 060151F-050529_0033 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 33 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36369484?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 28 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36369421; 060151F-050529_0028 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 28 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36369421?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 30 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36369398; 060151F-050529_0030 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 30 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36369398?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 26 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36369337; 060151F-050529_0026 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 26 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36369337?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 38 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36369116; 060151F-050529_0038 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 38 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36369116?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 15 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36368769; 060151F-050529_0015 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 15 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36368769?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 19 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36368539; 060151F-050529_0019 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 19 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36368539?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 40 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36368510; 060151F-050529_0040 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 40 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36368510?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 9 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36368463; 060151F-050529_0009 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36368463?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 20 of 40] T2 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 36367258; 060151F-050529_0020 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 VL - 20 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/36367258?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-06-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. AN - 16347446; 11844 AB - PURPOSE: The improvement of the First Street Viaduct over the Los Angeles River and related street widening activities are proposed in the city and county of Los Angeles, California. Evaluation of the viaduct under the federal Highway Bridge Replacement and Rehabilitation Program found that the structure suffered from functional deficiencies warranting its placement on the Eligible Bridge List for receipt of federal rehabilitation funds. Use of the viaduct to carry an extension of the Gold Line Eastside light rail transit (LRT) tracks resulted in the reduction of the structures configuration of two traffic lanes in each direction to one lane in each direction. The project would replace two traffic lanes on the viaduct between Vignes Street and Mission Road that are being renovated for construction of the Gold Line Extension LRT project; widen First Street east of the viaduct between Mission Road and Clarence Street to realign the westbound roadway and the LRT to widen the viaduct; replacement of deteriorated railings on the viaduct; provision of roadway shoulders; and reconstruction of the Santa Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this final EIS considers a No Action Alternative and construction of a new viaduct immediately north of the existing structure. Estimated cost of the preferred alternative, which is the reconstruction alternative, is $35.0 million. POSITIVE IMPACTS: The project would relieve congestion and improve traffic flow o the local transportation system, preserve First Street as a viable east-west regional transportation link into downtown Los Angeles, and improve the viaduct to meet functional safety standards. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of eight to 11 businesses, seven to nine residential units in the historically significant Pickle Works building on the west side of the river, one other historic structure, and four or five apartment units on the east side of the river. The project would require partial acquisition and demolition of the Hispanic Urban Center and Plaza Child Observation and Development Satellite Center, and could involve partial displacement of Hompa Hogwanji Betsuin Buddhist Temple property. Two murals and 22 private and 43 public parking spaces would be lost. Construction workers could encounter aerially deposited lead, asbestos, and lead-based paint. Traffic-generated noise would exceed federal standards in the vicinity of two sensitive receptor sites. The expanded viaduct would significantly alter the cityscape. 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 05-0431D, Volume 29, Number 3. JF - EPA number: 050529, 978 pages, December 14, 2005 PY - 2005 KW - Roads and Railroads KW - Agency number: FHWA-CA-EIS-05-01-D KW - Air Quality Assessments KW - Biologic Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parking KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Safety KW - Section 4(f) Statements KW - Transportation KW - California 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/16347446?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%2C+CALIFORNIA.&rft.title=FIRST+STREET+VIADUCT+AND+STREET+WIDENING+PROJECT%2C+LOS+ANGELES%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 - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 14, 2005 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - IMPROVEMENTS TO THE U.S. ROUTE 6/ROUTE 10 INTERCHANGE, CITY OF PROVIDENCE, PROVIDENCE COUNTY, RHODE ISLAND. AN - 36445015; 11834 AB - PURPOSE: The improvement of the US 6/State Route (SR) 10 interchange in Providence, Rhode Island is proposed. The study area extends eastward along US 6 at a point 1,000 feet west of the Hartford Avenue interchange of Atwells Avenue and along Route 10 from the Cranston Viaduct to US 6. Within the project study area, US 6 and SR 10 are major expressways with two or more lanes in each direction, providing access between downtown Providence and southern and western Rhode Island US 6 constitutes a major link for vehicles traveling between Interstate 295 (I-295) and western Rhode Island and downtown Providence. It also serves as a transportation corridor between Connecticut and western Rhode Island to southeastern Massachusetts and Cape Cod via I-95 and I-195. The study area is highly urbanized with mixed land uses. Rhode Island State Route 10 links vehicles traveling between south-central Rhode Island and downtown Providence. This route also provides an alternative to I-95 during peak travel times. Nine of the 11 bridges within the study corridor are approximately 50 years old and in deteriorate conditions, nearing the end of their useful lives. Inadequate land capacity along with significant geometric deficiencies characterize the corridor. Currently, the motorist has no option to proceed westbound on US 6 from northbound SR 10 other than through local streets, leading to reduced efficiency in the functioning of the interchange. Four alternatives, including a No-Build Alternative (Alternative 1), are considered in this final EIS. Alternative 4, the preferred alternative, would provide for reconstruction of the existing interchange on a new alignment. The alternative would include full replacement of the interchange bridges in such a way that the highway alignment and other deficiencies would be resolved. Portions of the interchange would be relocated for this purpose. Other sections of the interchange, such as the area between Broadway and Westminister streets, would be replaced on the current alignment. Construction of a new northbound SR 10 roadway to westbound US 6 movement (the northwest ramp) would be included in this alternatives. Other changes would address roadways providing access to and from the interchange and frontage roads providing local access. POSITIVE IMPACTS: The project would address the deterioration of the existing bridges, reduce congestion within the interchange, reduce interchange-related traffic congestion in adjacent communities, and improve north-to-west travel movement. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of seven residential structures containing 43 units as well as four commercial units. Social impacts would be high amount ow-income, elderly, and minority community members, who would be most likely to be displaced or otherwise affected by the project. Visual impacts to the West End neighborhood would be high, with the addition of a northwest flyover ramp, which would be visible from abutting properties. Noise levels in excess of federal standards would also affect the socially disadvantaged communities. Numerous hazardous materials sites would be encountered during construction. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0644D, Volume 29, Number 4. JF - EPA number: 050519, 601 pages and maps, December 8, 2005 PY - 2005 KW - Roads and Railroads KW - Agency number: FHWA-RI-EIS-05-01-F KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Rhode Island KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36445015?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IMPROVEMENTS+TO+THE+U.S.+ROUTE+6%2FROUTE+10+INTERCHANGE%2C+CITY+OF+PROVIDENCE%2C+PROVIDENCE+COUNTY%2C+RHODE+ISLAND.&rft.title=IMPROVEMENTS+TO+THE+U.S.+ROUTE+6%2FROUTE+10+INTERCHANGE%2C+CITY+OF+PROVIDENCE%2C+PROVIDENCE+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Providence, Rhode Island; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 8, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - IMPROVEMENTS TO THE U.S. ROUTE 6/ROUTE 10 INTERCHANGE, CITY OF PROVIDENCE, PROVIDENCE COUNTY, RHODE ISLAND. [Part 1 of 1] T2 - IMPROVEMENTS TO THE U.S. ROUTE 6/ROUTE 10 INTERCHANGE, CITY OF PROVIDENCE, PROVIDENCE COUNTY, RHODE ISLAND. AN - 36380854; 11834-050519_0001 AB - PURPOSE: The improvement of the US 6/State Route (SR) 10 interchange in Providence, Rhode Island is proposed. The study area extends eastward along US 6 at a point 1,000 feet west of the Hartford Avenue interchange of Atwells Avenue and along Route 10 from the Cranston Viaduct to US 6. Within the project study area, US 6 and SR 10 are major expressways with two or more lanes in each direction, providing access between downtown Providence and southern and western Rhode Island US 6 constitutes a major link for vehicles traveling between Interstate 295 (I-295) and western Rhode Island and downtown Providence. It also serves as a transportation corridor between Connecticut and western Rhode Island to southeastern Massachusetts and Cape Cod via I-95 and I-195. The study area is highly urbanized with mixed land uses. Rhode Island State Route 10 links vehicles traveling between south-central Rhode Island and downtown Providence. This route also provides an alternative to I-95 during peak travel times. Nine of the 11 bridges within the study corridor are approximately 50 years old and in deteriorate conditions, nearing the end of their useful lives. Inadequate land capacity along with significant geometric deficiencies characterize the corridor. Currently, the motorist has no option to proceed westbound on US 6 from northbound SR 10 other than through local streets, leading to reduced efficiency in the functioning of the interchange. Four alternatives, including a No-Build Alternative (Alternative 1), are considered in this final EIS. Alternative 4, the preferred alternative, would provide for reconstruction of the existing interchange on a new alignment. The alternative would include full replacement of the interchange bridges in such a way that the highway alignment and other deficiencies would be resolved. Portions of the interchange would be relocated for this purpose. Other sections of the interchange, such as the area between Broadway and Westminister streets, would be replaced on the current alignment. Construction of a new northbound SR 10 roadway to westbound US 6 movement (the northwest ramp) would be included in this alternatives. Other changes would address roadways providing access to and from the interchange and frontage roads providing local access. POSITIVE IMPACTS: The project would address the deterioration of the existing bridges, reduce congestion within the interchange, reduce interchange-related traffic congestion in adjacent communities, and improve north-to-west travel movement. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of seven residential structures containing 43 units as well as four commercial units. Social impacts would be high amount ow-income, elderly, and minority community members, who would be most likely to be displaced or otherwise affected by the project. Visual impacts to the West End neighborhood would be high, with the addition of a northwest flyover ramp, which would be visible from abutting properties. Noise levels in excess of federal standards would also affect the socially disadvantaged communities. Numerous hazardous materials sites would be encountered during construction. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0644D, Volume 29, Number 4. JF - EPA number: 050519, 601 pages and maps, December 8, 2005 PY - 2005 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-RI-EIS-05-01-F KW - Air Quality Assessments KW - Archaeological Sites Surveys KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Roads KW - Traffic Analyses KW - Transportation KW - Visual Resources KW - Rhode Island KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380854?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=IMPROVEMENTS+TO+THE+U.S.+ROUTE+6%2FROUTE+10+INTERCHANGE%2C+CITY+OF+PROVIDENCE%2C+PROVIDENCE+COUNTY%2C+RHODE+ISLAND.&rft.title=IMPROVEMENTS+TO+THE+U.S.+ROUTE+6%2FROUTE+10+INTERCHANGE%2C+CITY+OF+PROVIDENCE%2C+PROVIDENCE+COUNTY%2C+RHODE+ISLAND.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Providence, Rhode Island; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 8, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - US 219 IMPROVEMENTS PROJECT (MEYERSDALE TO SOMERSET), SR 6219, SECTION 020, SOMERSET COUNTY, PENNSYLVANIA. AN - 36432911; 11832 AB - PURPOSE: The implementation of transportation improvements in the 10- to 12-mile US 219 corridor between Meyersdale and Somerset (State Route 6219, Section 020) in Somerset County, Pennsylvania is proposed. The study corridor extends from the northern end of the Meyersdale Bypass, which is a four-lane limited access roadway, to the southern end of the existing four-lane limited access section of US 219 south of Somerset. The study area includes Berlin Borough, Black Township, Brothers valley Township, Garrett Borough, Somerset Borough, Somerset Township, and Summit Township. US 219 extends from Interstate 90 (I-90) in New York to I-68 (US 40/48) in Maryland, then south through Maryland and West Virginia. US 219 is considered part of "Continental 1", a multimodal transportation corridor that extends from Canada to Florida. The existing roadway within the study corridor is characterized by substandard geometrics and capacity, resulting in traffic congestion, high accident rates, retardation of local economic development, and impedance system linkage and continuity. Alternatives considered in this final EIS include four limited access four-lane highways on new alignment and a No Action Alternative. A preferred alignment (Alignment C-1) has been chosen. The preferred alignment would include eight bridges and nine major culverts. Cost of the project using the preferred alignment is estimated at $281.0 million. POSITIVE IMPACTS: The new facility would decrease congestion, improve safety, and reduce travel times within the corridor, providing a needed system linkage between two sections of four-lane highway. Truck traffic on local roads would be reduced, and local and regional economic would be stimulated. NEGATIVE IMPACTS: Development of 386 acres of rights-of-way would result in the displacement of one commercial structure, 10 acres of state game lands, 121.8 acres of productive agricultural lands, 54.3 acres of agricultural security areas, 67 acres of prime farmland, 68 acres of agricultural soils of statewide importance, 12.5 acres of wetlands, and 191 acres of forested land. The project would result in the relocation of 825 feet of perennial stream and 2,325 feet of intermittent stream, encroach upon three acres of floodplain, and affect habitat for two federally protected animal species. Surface and underground mining would be eliminated as a possibility under 123 acres and 139 acres, respectively. The project could affect significant archaeological resources and the Swamp Creek Valley Historic District. Traffic-generated noise levels would exceed federal standards in the vicinity of four sensitive receptors. LEGAL MANDATES: Appalachian Regional Development Act of 1965 (P.L. 89-4), 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 05-0233D, Volume 29, Number 3. JF - EPA number: 050517, 303 pages and maps, CD-ROM, December 6, 2005 PY - 2005 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-04-01-F KW - Transportation KW - Archaeological Sites KW - Bridges KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Wildlife Habitat KW - Pennsylvania KW - Appalachian Regional Development Act of 1965, Project Authorization KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits 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/36432911?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+219+IMPROVEMENTS+PROJECT+%28MEYERSDALE+TO+SOMERSET%29%2C+SR+6219%2C+SECTION+020%2C+SOMERSET+COUNTY%2C+PENNSYLVANIA.&rft.title=US+219+IMPROVEMENTS+PROJECT+%28MEYERSDALE+TO+SOMERSET%29%2C+SR+6219%2C+SECTION+020%2C+SOMERSET+COUNTY%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 6, 2005 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - US 219 IMPROVEMENTS PROJECT (MEYERSDALE TO SOMERSET), SR 6219, SECTION 020, SOMERSET COUNTY, PENNSYLVANIA. [Part 1 of 1] T2 - US 219 IMPROVEMENTS PROJECT (MEYERSDALE TO SOMERSET), SR 6219, SECTION 020, SOMERSET COUNTY, PENNSYLVANIA. AN - 36374060; 11832-050517_0001 AB - PURPOSE: The implementation of transportation improvements in the 10- to 12-mile US 219 corridor between Meyersdale and Somerset (State Route 6219, Section 020) in Somerset County, Pennsylvania is proposed. The study corridor extends from the northern end of the Meyersdale Bypass, which is a four-lane limited access roadway, to the southern end of the existing four-lane limited access section of US 219 south of Somerset. The study area includes Berlin Borough, Black Township, Brothers valley Township, Garrett Borough, Somerset Borough, Somerset Township, and Summit Township. US 219 extends from Interstate 90 (I-90) in New York to I-68 (US 40/48) in Maryland, then south through Maryland and West Virginia. US 219 is considered part of "Continental 1", a multimodal transportation corridor that extends from Canada to Florida. The existing roadway within the study corridor is characterized by substandard geometrics and capacity, resulting in traffic congestion, high accident rates, retardation of local economic development, and impedance system linkage and continuity. Alternatives considered in this final EIS include four limited access four-lane highways on new alignment and a No Action Alternative. A preferred alignment (Alignment C-1) has been chosen. The preferred alignment would include eight bridges and nine major culverts. Cost of the project using the preferred alignment is estimated at $281.0 million. POSITIVE IMPACTS: The new facility would decrease congestion, improve safety, and reduce travel times within the corridor, providing a needed system linkage between two sections of four-lane highway. Truck traffic on local roads would be reduced, and local and regional economic would be stimulated. NEGATIVE IMPACTS: Development of 386 acres of rights-of-way would result in the displacement of one commercial structure, 10 acres of state game lands, 121.8 acres of productive agricultural lands, 54.3 acres of agricultural security areas, 67 acres of prime farmland, 68 acres of agricultural soils of statewide importance, 12.5 acres of wetlands, and 191 acres of forested land. The project would result in the relocation of 825 feet of perennial stream and 2,325 feet of intermittent stream, encroach upon three acres of floodplain, and affect habitat for two federally protected animal species. Surface and underground mining would be eliminated as a possibility under 123 acres and 139 acres, respectively. The project could affect significant archaeological resources and the Swamp Creek Valley Historic District. Traffic-generated noise levels would exceed federal standards in the vicinity of four sensitive receptors. LEGAL MANDATES: Appalachian Regional Development Act of 1965 (P.L. 89-4), 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 05-0233D, Volume 29, Number 3. JF - EPA number: 050517, 303 pages and maps, CD-ROM, December 6, 2005 PY - 2005 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-PA-EIS-04-01-F KW - Transportation KW - Archaeological Sites KW - Bridges KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Historic Districts KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Streams KW - Wetlands KW - Wildlife Habitat KW - Pennsylvania KW - Appalachian Regional Development Act of 1965, Project Authorization KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits 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/36374060?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-06&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+219+IMPROVEMENTS+PROJECT+%28MEYERSDALE+TO+SOMERSET%29%2C+SR+6219%2C+SECTION+020%2C+SOMERSET+COUNTY%2C+PENNSYLVANIA.&rft.title=US+219+IMPROVEMENTS+PROJECT+%28MEYERSDALE+TO+SOMERSET%29%2C+SR+6219%2C+SECTION+020%2C+SOMERSET+COUNTY%2C+PENNSYLVANIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Harrisburg, Pennsylvania; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: December 6, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 39 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36384932; 050147D-050510_0039 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 39 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36384932?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 36 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36384655; 050147D-050510_0036 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 36 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36384655?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 26 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36384397; 050147D-050510_0026 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 26 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36384397?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 10 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36382645; 050147D-050510_0010 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 10 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36382645?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 12 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36382542; 050147D-050510_0012 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 12 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36382542?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 4 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36382498; 050147D-050510_0004 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 4 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36382498?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 2 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36382396; 050147D-050510_0002 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36382396?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 27 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36382073; 050147D-050510_0027 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 27 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36382073?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 32 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36382026; 050147D-050510_0032 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 32 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36382026?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 22 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36381956; 050147D-050510_0022 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 22 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36381956?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 11 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36381160; 050147D-050510_0011 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 11 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36381160?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 24 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36380150; 050147D-050510_0024 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 24 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36380150?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 20 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36377937; 050147D-050510_0020 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 20 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36377937?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 15 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36375110; 050147D-050510_0015 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 15 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36375110?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 38 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36374422; 050147D-050510_0038 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 38 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36374422?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 8 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36374149; 050147D-050510_0008 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 8 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36374149?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 7 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36374041; 050147D-050510_0007 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 7 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36374041?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 30 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36373722; 050147D-050510_0030 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 30 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36373722?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 9 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36372847; 050147D-050510_0009 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 9 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36372847?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 29 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36372742; 050147D-050510_0029 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 29 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36372742?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 28 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36372623; 050147D-050510_0028 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 28 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36372623?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 21 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36370348; 050147D-050510_0021 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 21 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36370348?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 19 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36370288; 050147D-050510_0019 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 19 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36370288?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 14 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36370198; 050147D-050510_0014 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 14 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36370198?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 34 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36370112; 050147D-050510_0034 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 34 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36370112?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 33 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36370051; 050147D-050510_0033 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 33 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36370051?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 17 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36369545; 050147D-050510_0017 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 17 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36369545?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 35 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36369376; 050147D-050510_0035 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 35 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36369376?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 6 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36369345; 050147D-050510_0006 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 6 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36369345?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 37 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36369064; 050147D-050510_0037 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 37 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36369064?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 18 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36369002; 050147D-050510_0018 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 18 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36369002?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 13 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36368930; 050147D-050510_0013 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 13 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36368930?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 16 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36366678; 050147D-050510_0016 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 16 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36366678?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 31 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36366320; 050147D-050510_0031 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 31 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36366320?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 5 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36365876; 050147D-050510_0005 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 5 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36365876?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 3 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36365759; 050147D-050510_0003 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36365759?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 23 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36365663; 050147D-050510_0023 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 23 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36365663?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. [Part 1 of 39] T2 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 36365477; 050147D-050510_0001 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/36365477?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-81 CORRIDOR IMPROVEMENT STUDY, VIRGINIA: FROM THE TENNESSEE BORDER TO THE WEST VIRGINIA BORDER. AN - 16355295; 11825 AB - PURPOSE: The implementation of transportation improvements along Interstate 81 (I-81) in Virginia extending 325 miles from the Tennessee border to the West Virginia border is proposed. The study corridor extends in a southwest to northeast direction from western Virginia at the Tennessee border north to the West Virginia border, passing through 21 cities and towns, and 13 counties. In addition to capacity deficiencies, the corridor is currently characterized by engineering design flaws the reduce vehicular maneuverability as well as sight distances. Accident rates along the corridor are excessive, particularly for trucks. This Tier 1 draft EIS addresses the need to increase capacity and improve safety along the corridor and evaluates conceptual-level improvements in addressing those needs. The concepts evaluated include the No-Build Alternative, transportation systems management alternative, and a range of conceptual build alternatives consisting of roadway improvements and improvements to Norfolk Southern's Shenandoah and Piedmont rail lines in Virginia. The rail study area consists of 13 discrete sections along the existing rail lines, ranging in length from les than 0.5 mile to 10 miles; most of the study sections are between one and two miles. For both the rail and the highway improvements, the rights-of-way corridor was set out to extend 500 feet from either side of the facility centerline. For the highway build concepts, No Toll, Low Toll, and High Toll scenarios are assessed. Upon completion of the Tier 1 study, decisions would be made on the improvement concepts for the roadway and rail facilities; on advancing I-81 as a toll pilot under Section 1216(b) of the Transportation Equity Act for the 21 Century; on the projects with independent utility and logical termini to be studies during Tier 2; on levels of Tier 2 environmental documents for those projects; and on the location of the corridor for studying alignments during Tier 2 analyses. Costs of the rail and highway alternatives, respectively, range from $100,000 million to $3.7 billion and from $5.1 billion to $7.5 billion. Costs of combination rail/road concepts range from $5.6 billion to $8.0 billion. Separated lane highway construction costs range fro $11.2 million to $13 billion. All foregoing costs are expressed in 2005 dollars. POSITIVE IMPACTS: Addition of lanes to the I-81 corridor, as proposed, would significantly increase the capacity and safety of the facility. Adjustments to highway geometrics would further address safety problems, particularly with those related to turning speeds and sight distances. Rail improvements would decrease truck and passenger vehicle traffic within the highway corridor and reduce the associated air pollutant levels. Improved transportation would boost local economies, easing the movement of employees and other travelers and of goods and services across the state. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of over 7,000 acres of developed land, 1,000 acres of farmland, 41 to 71 acres of wetlands, 24.5 to 36.4 miles of stream, 411 to 580 acres of 100-year floodplain, 926 to 2,068 residences, 663 to 898 businesses, five community facilities, 53 to 86 parks acres of parks and other recreational lands, 12 to 34 acres of open space easements, 1,226 to 1,635 acres of battlefields, 52 to 51.5 acres within historic districts eligible for inclusion in the National Register of Historic Places, and 21 to 22 historic structures and one archaeological site eligible for inclusion in the register. Habitat for 13 or 13 special status species would be affected. A total of 20 block groups of minority populations and 27 low-income populations would experience disproportionate impacts. Highway facilities would mar visual aesthetic within 28 scenic areas. Nine hazardous waste sites could be encountered during construction. The levels of three transportation-related air pollutants would increase somewhat in the immediate corridor and, to a lesser degree, throughout the region. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), 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: 050510, 258 pages and maps, December 2, 2005 PY - 2005 KW - Roads and Railroads KW - Agency number: FHWA-VA-EIS-05-04-T1D KW - Air Quality KW - Archaeological Sites KW - Bridges KW - Cultural Resources Assessments KW - Easements KW - Economic Assessments KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Minorities KW - Open Space KW - Parks KW - Railroad Structures KW - Railroads KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Safety KW - Scenic Areas KW - Transportation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Virginia KW - Department of Transportation Act of 1966, Compliance 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/16355295?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&rft.title=I-81+CORRIDOR+IMPROVEMENT+STUDY%2C+VIRGINIA%3A+FROM+THE+TENNESSEE+BORDER+TO+THE+WEST+VIRGINIA+BORDER.&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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Seismic hazard and fault length AN - 742917929; 2010-063150 JF - Eos, Transactions, American Geophysical Union AU - Black, N M AU - Jackson, D D AU - Mualchin, L AU - Anonymous Y1 - 2005/12// PY - 2005 DA - December 2005 SP - Abstract S43B EP - 1077 PB - American Geophysical Union, Washington, DC VL - 86 IS - 52, Suppl. SN - 0096-3941, 0096-3941 KW - United States KW - California KW - Southern California KW - geologic hazards KW - seismic risk KW - Mojave Desert KW - magnitude KW - earthquakes KW - faults KW - 19:Seismology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/742917929?accountid=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=Seismic+hazard+and+fault+length&rft.au=Black%2C+N+M%3BJackson%2C+D+D%3BMualchin%2C+L%3BAnonymous&rft.aulast=Black&rft.aufirst=N&rft.date=2005-12-01&rft.volume=86&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 2005 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 - California; earthquakes; faults; geologic hazards; magnitude; Mojave Desert; seismic risk; Southern California; United States ER - TY - JOUR T1 - Toxicological findings from 1587 civil aviation accident pilot fatalities, 1999-2003. AN - 68911510; 16370264 AB - The prevalence of drug and ethanol use in aviation is monitored by the Federal Aviation Administration (FAA). Under such monitoring, toxicological studies for the 1989-1993 and 1994-1998 periods indicated lower percentages of the presence of controlled substances (illegal drugs) than that of prescription and nonprescription (over-the-counter) drugs in aviation accident pilot fatalities. In continuation, a toxicological assessment was made for an additional period of 5 yr. Biosamples from aviation accident pilot fatalities submitted to the FAA Civil Aerospace Medical Institute (CAMI) are analyzed, and those findings are stored in a database. This database was examined for the 1999-2003 period for the presence of controlled substances (Schedules I-V), prescription/nonprescription drugs, and ethanol in the fatalities. Out of 1629 fatal aviation accidents from which CAMI received biosamples, pilots were fatally injured in 1587 accidents. Drugs and/or ethanol were found in 830 (52%) of the 1587 fatalities. Controlled substances from Schedules I-II (SI-II) and Schedules III-V (SIII-V) were detected in 113 and 42 pilots, respectively. Prescription drugs were present in 315 pilots, nonprescription drugs in 259, and ethanol in 101. SI-II substances were detected in 5 of 122 first-class medical certificate-holding airline transport pilots. In addition to the controlled substances, many of the prescription/nonprescription drugs found in the fatalities have the potential for impairing performance. Findings from this study were consistent with those of two previous toxicological studies and support the FAA's programs aimed at reducing the usage of performance-impairing substances. JF - Aviation, space, and environmental medicine AU - Chaturvedi, Arvind K AU - Craft, Kristi J AU - Canfield, Dennis V AU - Whinnery, James E AD - Bioaeronautical Sciences Research Laboratory AAM-610, FAA Civil Aerospace Medical Institute, P.O. Box 25082, Oklahoma City, OK 73125-5066, USA. Arvind.Chaturvedi@faa.gov Y1 - 2005/12// PY - 2005 DA - December 2005 SP - 1145 EP - 1150 VL - 76 IS - 12 SN - 0095-6562, 0095-6562 KW - Index Medicus KW - Space life sciences KW - Autopsy KW - Humans KW - Databases, Factual KW - United States -- epidemiology KW - Toxicology KW - Forensic Medicine KW - Substance Abuse Detection KW - Substance-Related Disorders KW - Accidents, Aviation -- statistics & numerical data UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/68911510?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Atoxline&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Aviation%2C+space%2C+and+environmental+medicine&rft.atitle=Toxicological+findings+from+1587+civil+aviation+accident+pilot+fatalities%2C+1999-2003.&rft.au=Chaturvedi%2C+Arvind+K%3BCraft%2C+Kristi+J%3BCanfield%2C+Dennis+V%3BWhinnery%2C+James+E&rft.aulast=Chaturvedi&rft.aufirst=Arvind&rft.date=2005-12-01&rft.volume=76&rft.issue=12&rft.spage=1145&rft.isbn=&rft.btitle=&rft.title=Aviation%2C+space%2C+and+environmental+medicine&rft.issn=00956562&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2006-02-16 N1 - Date created - 2005-12-22 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-18 ER - TY - JOUR T1 - National Highway Traffic Safety Administration (NHTSA) notes. Breath test refusals in DWI enforcement: an interim report. AN - 68829584; 16308073 JF - Annals of emergency medicine AU - McKay, Mary Pat AU - Garrison, Herbert G AU - National Highway Traffic Safety Administration AD - Department of Emergency Medicine, Center for Injury Prevention and Control, The George Washington University Medical Center, Washington, DC, USA. ; National Highway Traffic Safety Administration Y1 - 2005/12// PY - 2005 DA - December 2005 SP - 552 EP - 3; discussion 553-5 VL - 46 IS - 6 KW - Abridged Index Medicus KW - Index Medicus KW - United States KW - Emergency Medicine -- methods KW - Humans KW - Government Agencies KW - Physician's Role KW - Accidents, Traffic -- prevention & control KW - Breath Tests KW - Alcoholic Intoxication -- diagnosis KW - Refusal to Participate -- statistics & numerical data KW - Automobile Driving -- legislation & jurisprudence KW - Law Enforcement -- methods UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/68829584?accountid=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=Annals+of+emergency+medicine&rft.atitle=National+Highway+Traffic+Safety+Administration+%28NHTSA%29+notes.+Breath+test+refusals+in+DWI+enforcement%3A+an+interim+report.&rft.au=McKay%2C+Mary+Pat%3BGarrison%2C+Herbert+G%3BNational+Highway+Traffic+Safety+Administration&rft.aulast=McKay&rft.aufirst=Mary&rft.date=2005-12-01&rft.volume=46&rft.issue=6&rft.spage=552&rft.isbn=&rft.btitle=&rft.title=Annals+of+emergency+medicine&rft.issn=1097-6760&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2006-01-31 N1 - Date created - 2005-11-25 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-18 ER - TY - JOUR T1 - Deterministic earthquake hazard assessment by public agencies in California AN - 51016570; 2008-088014 JF - Eos, Transactions, American Geophysical Union AU - Mualchin, L AU - Anonymous Y1 - 2005/12// PY - 2005 DA - December 2005 SP - Abstract S13C EP - 05 PB - American Geophysical Union, Washington, DC VL - 86 IS - 52, Suppl. SN - 0096-3941, 0096-3941 KW - United States KW - geologic hazards KW - statistical analysis KW - legislation KW - government agencies KW - California KW - seismic risk KW - risk assessment KW - probability KW - tectonics KW - earthquakes KW - seismotectonics KW - faults KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51016570?accountid=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=Deterministic+earthquake+hazard+assessment+by+public+agencies+in+California&rft.au=Mualchin%2C+L%3BAnonymous&rft.aulast=Mualchin&rft.aufirst=L&rft.date=2005-12-01&rft.volume=86&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 2005 fall meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2008-01-01 N1 - PubXState - DC N1 - Last updated - 2012-06-07 N1 - CODEN - EOSTAJ N1 - SubjectsTermNotLitGenreText - California; earthquakes; faults; geologic hazards; government agencies; legislation; probability; risk assessment; seismic risk; seismotectonics; statistical analysis; tectonics; United States ER - TY - JOUR T1 - Planning for earthquakes with lifetime in mind AN - 51015609; 2008-088016 JF - Eos, Transactions, American Geophysical Union AU - Jackson, D D AU - Mualchin, L AU - Black, N AU - Anonymous Y1 - 2005/12// PY - 2005 DA - December 2005 SP - Abstract S13C EP - 07 PB - American Geophysical Union, Washington, DC VL - 86 IS - 52, Suppl. SN - 0096-3941, 0096-3941 KW - geologic hazards KW - planning KW - seismic risk KW - buildings KW - risk assessment KW - aseismic design KW - seismic response KW - earthquakes KW - 30:Engineering geology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51015609?accountid=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=Planning+for+earthquakes+with+lifetime+in+mind&rft.au=Jackson%2C+D+D%3BMualchin%2C+L%3BBlack%2C+N%3BAnonymous&rft.aulast=Jackson&rft.aufirst=D&rft.date=2005-12-01&rft.volume=86&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 2005 fall meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2008-01-01 N1 - PubXState - DC N1 - Last updated - 2012-06-07 N1 - CODEN - EOSTAJ N1 - SubjectsTermNotLitGenreText - aseismic design; buildings; earthquakes; geologic hazards; planning; risk assessment; seismic response; seismic risk ER - TY - JOUR T1 - Evaluation of seismic hazards at California Department of Transportation (CALTRANS) structures AN - 51013171; 2008-087966 JF - Eos, Transactions, American Geophysical Union AU - Merriam, M K AU - Anonymous Y1 - 2005/12// PY - 2005 DA - December 2005 SP - Abstract S11A EP - 0160 PB - American Geophysical Union, Washington, DC VL - 86 IS - 52, Suppl. SN - 0096-3941, 0096-3941 KW - United States KW - geologic hazards KW - damage KW - seismic response KW - structures KW - evaluation KW - California KW - seismic risk KW - buildings KW - risk assessment KW - economics KW - aseismic design KW - bridges KW - 30:Engineering geology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51013171?accountid=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=Evaluation+of+seismic+hazards+at+California+Department+of+Transportation+%28CALTRANS%29+structures&rft.au=Merriam%2C+M+K%3BAnonymous&rft.aulast=Merriam&rft.aufirst=M&rft.date=2005-12-01&rft.volume=86&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 2005 fall meeting N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2008-01-01 N1 - PubXState - DC N1 - Last updated - 2012-06-07 N1 - CODEN - EOSTAJ N1 - SubjectsTermNotLitGenreText - aseismic design; bridges; buildings; California; damage; economics; evaluation; geologic hazards; risk assessment; seismic response; seismic risk; structures; United States ER - TY - RPRT T1 - PEACE ARCH PORT OF ENTRY REDEVELOPMENT, BLAINE, WHATCOM COUNTY, WASHINGTON. [Part 7 of 8] T2 - PEACE ARCH PORT OF ENTRY REDEVELOPMENT, BLAINE, WHATCOM COUNTY, WASHINGTON. AN - 36381372; 050182D-050503_0007 AB - PURPOSE: The redevelopment of the Peace Arch Port of Entry facility at the Canadian border in Blaine, Whatsome County, Washington is proposed to improve safety, security, and functionality at the facility. The existing facility includes an undersized main building that cannot support the current mission of the tenant agencies, a configuration that results in inadequate security, constricted road lanes and ineffective building layouts resulting in congestion, inappropriately configured or sized primary and secondary in ground inspection areas, a lack of permanent structures for the inspection of outbound vehicles, an undersized parking area for visitors and staff, and inadequate electrical and telecommunications facilities. Four alternatives, including a No Action Alternative, are considered in this draft EIS. Each action alternative would involve the decommissioning, demolition, and replacement of the existing port of entry building; construction of a new parking area for staff and visitors; an increase in the number of primary inspection lanes to improve the efficiency of inspection operations; creation of a larger secondary inspection area for inbound (southbound) traffic entering the United States; and improvements in pedestrian and bicycle access through the port of entry facility. Under the No Action Alternative, the port of entry facility would not be redeveloped; the existing facility would be maintained in its current condition. The proposed project design would also provide for improvements in pedestrian and bicycle access through the port facility. Alternatives differ regarding the size of the facility (one or two stories), the location of the main facility and other facilities, including the parking area. POSITIVE IMPACTS: The replacement facility would meet the needs of the Department of Homeland Security and Customs and Border Protection Service, while maintaining the functionality of Interstate 5. Impacts to Peace Arch State Park would be minimal and preservation features of the project would be instituted. The capacity of the port facility would be increased, while the safety and security of port authority staff would be assured. Both immediate and future space needs at the port would be accommodated. Construction activities would empl9oy 353 workers. NEGATIVE IMPACTS: Access to the west side of the Peace Arch State Park would be affected by changes in lane configuration on Interstate 5. The new structures and light levels would alter the visual aesthetics of the area permanently. Construction activities would disturb vegetation and oils, increase sedimentation of surface flows, mar visual aesthetics with and outside the park. JF - EPA number: 050503, 237 pages and maps, December 1, 2005 PY - 2005 VL - 7 KW - Water KW - Air Quality Assessments KW - Border Stations KW - Cultural Resources Assessments KW - International Programs KW - Roads KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Canada KW - Washington UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381372?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PEACE+ARCH+PORT+OF+ENTRY+REDEVELOPMENT%2C+BLAINE%2C+WHATCOM+COUNTY%2C+WASHINGTON.&rft.title=PEACE+ARCH+PORT+OF+ENTRY+REDEVELOPMENT%2C+BLAINE%2C+WHATCOM+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Auburn, Washington; GSA N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 1, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PEACE ARCH PORT OF ENTRY REDEVELOPMENT, BLAINE, WHATCOM COUNTY, WASHINGTON. [Part 6 of 8] T2 - PEACE ARCH PORT OF ENTRY REDEVELOPMENT, BLAINE, WHATCOM COUNTY, WASHINGTON. AN - 36381317; 050182D-050503_0006 AB - PURPOSE: The redevelopment of the Peace Arch Port of Entry facility at the Canadian border in Blaine, Whatsome County, Washington is proposed to improve safety, security, and functionality at the facility. The existing facility includes an undersized main building that cannot support the current mission of the tenant agencies, a configuration that results in inadequate security, constricted road lanes and ineffective building layouts resulting in congestion, inappropriately configured or sized primary and secondary in ground inspection areas, a lack of permanent structures for the inspection of outbound vehicles, an undersized parking area for visitors and staff, and inadequate electrical and telecommunications facilities. Four alternatives, including a No Action Alternative, are considered in this draft EIS. Each action alternative would involve the decommissioning, demolition, and replacement of the existing port of entry building; construction of a new parking area for staff and visitors; an increase in the number of primary inspection lanes to improve the efficiency of inspection operations; creation of a larger secondary inspection area for inbound (southbound) traffic entering the United States; and improvements in pedestrian and bicycle access through the port of entry facility. Under the No Action Alternative, the port of entry facility would not be redeveloped; the existing facility would be maintained in its current condition. The proposed project design would also provide for improvements in pedestrian and bicycle access through the port facility. Alternatives differ regarding the size of the facility (one or two stories), the location of the main facility and other facilities, including the parking area. POSITIVE IMPACTS: The replacement facility would meet the needs of the Department of Homeland Security and Customs and Border Protection Service, while maintaining the functionality of Interstate 5. Impacts to Peace Arch State Park would be minimal and preservation features of the project would be instituted. The capacity of the port facility would be increased, while the safety and security of port authority staff would be assured. Both immediate and future space needs at the port would be accommodated. Construction activities would empl9oy 353 workers. NEGATIVE IMPACTS: Access to the west side of the Peace Arch State Park would be affected by changes in lane configuration on Interstate 5. The new structures and light levels would alter the visual aesthetics of the area permanently. Construction activities would disturb vegetation and oils, increase sedimentation of surface flows, mar visual aesthetics with and outside the park. JF - EPA number: 050503, 237 pages and maps, December 1, 2005 PY - 2005 VL - 6 KW - Water KW - Air Quality Assessments KW - Border Stations KW - Cultural Resources Assessments KW - International Programs KW - Roads KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Canada KW - Washington UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381317?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PEACE+ARCH+PORT+OF+ENTRY+REDEVELOPMENT%2C+BLAINE%2C+WHATCOM+COUNTY%2C+WASHINGTON.&rft.title=PEACE+ARCH+PORT+OF+ENTRY+REDEVELOPMENT%2C+BLAINE%2C+WHATCOM+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Auburn, Washington; GSA N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 1, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PEACE ARCH PORT OF ENTRY REDEVELOPMENT, BLAINE, WHATCOM COUNTY, WASHINGTON. [Part 5 of 8] T2 - PEACE ARCH PORT OF ENTRY REDEVELOPMENT, BLAINE, WHATCOM COUNTY, WASHINGTON. AN - 36380716; 050182D-050503_0005 AB - PURPOSE: The redevelopment of the Peace Arch Port of Entry facility at the Canadian border in Blaine, Whatsome County, Washington is proposed to improve safety, security, and functionality at the facility. The existing facility includes an undersized main building that cannot support the current mission of the tenant agencies, a configuration that results in inadequate security, constricted road lanes and ineffective building layouts resulting in congestion, inappropriately configured or sized primary and secondary in ground inspection areas, a lack of permanent structures for the inspection of outbound vehicles, an undersized parking area for visitors and staff, and inadequate electrical and telecommunications facilities. Four alternatives, including a No Action Alternative, are considered in this draft EIS. Each action alternative would involve the decommissioning, demolition, and replacement of the existing port of entry building; construction of a new parking area for staff and visitors; an increase in the number of primary inspection lanes to improve the efficiency of inspection operations; creation of a larger secondary inspection area for inbound (southbound) traffic entering the United States; and improvements in pedestrian and bicycle access through the port of entry facility. Under the No Action Alternative, the port of entry facility would not be redeveloped; the existing facility would be maintained in its current condition. The proposed project design would also provide for improvements in pedestrian and bicycle access through the port facility. Alternatives differ regarding the size of the facility (one or two stories), the location of the main facility and other facilities, including the parking area. POSITIVE IMPACTS: The replacement facility would meet the needs of the Department of Homeland Security and Customs and Border Protection Service, while maintaining the functionality of Interstate 5. Impacts to Peace Arch State Park would be minimal and preservation features of the project would be instituted. The capacity of the port facility would be increased, while the safety and security of port authority staff would be assured. Both immediate and future space needs at the port would be accommodated. Construction activities would empl9oy 353 workers. NEGATIVE IMPACTS: Access to the west side of the Peace Arch State Park would be affected by changes in lane configuration on Interstate 5. The new structures and light levels would alter the visual aesthetics of the area permanently. Construction activities would disturb vegetation and oils, increase sedimentation of surface flows, mar visual aesthetics with and outside the park. JF - EPA number: 050503, 237 pages and maps, December 1, 2005 PY - 2005 VL - 5 KW - Water KW - Air Quality Assessments KW - Border Stations KW - Cultural Resources Assessments KW - International Programs KW - Roads KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Canada KW - Washington UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380716?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PEACE+ARCH+PORT+OF+ENTRY+REDEVELOPMENT%2C+BLAINE%2C+WHATCOM+COUNTY%2C+WASHINGTON.&rft.title=PEACE+ARCH+PORT+OF+ENTRY+REDEVELOPMENT%2C+BLAINE%2C+WHATCOM+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Auburn, Washington; GSA N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 1, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PEACE ARCH PORT OF ENTRY REDEVELOPMENT, BLAINE, WHATCOM COUNTY, WASHINGTON. [Part 2 of 8] T2 - PEACE ARCH PORT OF ENTRY REDEVELOPMENT, BLAINE, WHATCOM COUNTY, WASHINGTON. AN - 36380654; 050182D-050503_0002 AB - PURPOSE: The redevelopment of the Peace Arch Port of Entry facility at the Canadian border in Blaine, Whatsome County, Washington is proposed to improve safety, security, and functionality at the facility. The existing facility includes an undersized main building that cannot support the current mission of the tenant agencies, a configuration that results in inadequate security, constricted road lanes and ineffective building layouts resulting in congestion, inappropriately configured or sized primary and secondary in ground inspection areas, a lack of permanent structures for the inspection of outbound vehicles, an undersized parking area for visitors and staff, and inadequate electrical and telecommunications facilities. Four alternatives, including a No Action Alternative, are considered in this draft EIS. Each action alternative would involve the decommissioning, demolition, and replacement of the existing port of entry building; construction of a new parking area for staff and visitors; an increase in the number of primary inspection lanes to improve the efficiency of inspection operations; creation of a larger secondary inspection area for inbound (southbound) traffic entering the United States; and improvements in pedestrian and bicycle access through the port of entry facility. Under the No Action Alternative, the port of entry facility would not be redeveloped; the existing facility would be maintained in its current condition. The proposed project design would also provide for improvements in pedestrian and bicycle access through the port facility. Alternatives differ regarding the size of the facility (one or two stories), the location of the main facility and other facilities, including the parking area. POSITIVE IMPACTS: The replacement facility would meet the needs of the Department of Homeland Security and Customs and Border Protection Service, while maintaining the functionality of Interstate 5. Impacts to Peace Arch State Park would be minimal and preservation features of the project would be instituted. The capacity of the port facility would be increased, while the safety and security of port authority staff would be assured. Both immediate and future space needs at the port would be accommodated. Construction activities would empl9oy 353 workers. NEGATIVE IMPACTS: Access to the west side of the Peace Arch State Park would be affected by changes in lane configuration on Interstate 5. The new structures and light levels would alter the visual aesthetics of the area permanently. Construction activities would disturb vegetation and oils, increase sedimentation of surface flows, mar visual aesthetics with and outside the park. JF - EPA number: 050503, 237 pages and maps, December 1, 2005 PY - 2005 VL - 2 KW - Water KW - Air Quality Assessments KW - Border Stations KW - Cultural Resources Assessments KW - International Programs KW - Roads KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Canada KW - Washington UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380654?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PEACE+ARCH+PORT+OF+ENTRY+REDEVELOPMENT%2C+BLAINE%2C+WHATCOM+COUNTY%2C+WASHINGTON.&rft.title=PEACE+ARCH+PORT+OF+ENTRY+REDEVELOPMENT%2C+BLAINE%2C+WHATCOM+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Auburn, Washington; GSA N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 1, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PEACE ARCH PORT OF ENTRY REDEVELOPMENT, BLAINE, WHATCOM COUNTY, WASHINGTON. [Part 3 of 8] T2 - PEACE ARCH PORT OF ENTRY REDEVELOPMENT, BLAINE, WHATCOM COUNTY, WASHINGTON. AN - 36380290; 050182D-050503_0003 AB - PURPOSE: The redevelopment of the Peace Arch Port of Entry facility at the Canadian border in Blaine, Whatsome County, Washington is proposed to improve safety, security, and functionality at the facility. The existing facility includes an undersized main building that cannot support the current mission of the tenant agencies, a configuration that results in inadequate security, constricted road lanes and ineffective building layouts resulting in congestion, inappropriately configured or sized primary and secondary in ground inspection areas, a lack of permanent structures for the inspection of outbound vehicles, an undersized parking area for visitors and staff, and inadequate electrical and telecommunications facilities. Four alternatives, including a No Action Alternative, are considered in this draft EIS. Each action alternative would involve the decommissioning, demolition, and replacement of the existing port of entry building; construction of a new parking area for staff and visitors; an increase in the number of primary inspection lanes to improve the efficiency of inspection operations; creation of a larger secondary inspection area for inbound (southbound) traffic entering the United States; and improvements in pedestrian and bicycle access through the port of entry facility. Under the No Action Alternative, the port of entry facility would not be redeveloped; the existing facility would be maintained in its current condition. The proposed project design would also provide for improvements in pedestrian and bicycle access through the port facility. Alternatives differ regarding the size of the facility (one or two stories), the location of the main facility and other facilities, including the parking area. POSITIVE IMPACTS: The replacement facility would meet the needs of the Department of Homeland Security and Customs and Border Protection Service, while maintaining the functionality of Interstate 5. Impacts to Peace Arch State Park would be minimal and preservation features of the project would be instituted. The capacity of the port facility would be increased, while the safety and security of port authority staff would be assured. Both immediate and future space needs at the port would be accommodated. Construction activities would empl9oy 353 workers. NEGATIVE IMPACTS: Access to the west side of the Peace Arch State Park would be affected by changes in lane configuration on Interstate 5. The new structures and light levels would alter the visual aesthetics of the area permanently. Construction activities would disturb vegetation and oils, increase sedimentation of surface flows, mar visual aesthetics with and outside the park. JF - EPA number: 050503, 237 pages and maps, December 1, 2005 PY - 2005 VL - 3 KW - Water KW - Air Quality Assessments KW - Border Stations KW - Cultural Resources Assessments KW - International Programs KW - Roads KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Canada KW - Washington UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380290?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PEACE+ARCH+PORT+OF+ENTRY+REDEVELOPMENT%2C+BLAINE%2C+WHATCOM+COUNTY%2C+WASHINGTON.&rft.title=PEACE+ARCH+PORT+OF+ENTRY+REDEVELOPMENT%2C+BLAINE%2C+WHATCOM+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Auburn, Washington; GSA N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 1, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PEACE ARCH PORT OF ENTRY REDEVELOPMENT, BLAINE, WHATCOM COUNTY, WASHINGTON. [Part 8 of 8] T2 - PEACE ARCH PORT OF ENTRY REDEVELOPMENT, BLAINE, WHATCOM COUNTY, WASHINGTON. AN - 36380228; 050182D-050503_0008 AB - PURPOSE: The redevelopment of the Peace Arch Port of Entry facility at the Canadian border in Blaine, Whatsome County, Washington is proposed to improve safety, security, and functionality at the facility. The existing facility includes an undersized main building that cannot support the current mission of the tenant agencies, a configuration that results in inadequate security, constricted road lanes and ineffective building layouts resulting in congestion, inappropriately configured or sized primary and secondary in ground inspection areas, a lack of permanent structures for the inspection of outbound vehicles, an undersized parking area for visitors and staff, and inadequate electrical and telecommunications facilities. Four alternatives, including a No Action Alternative, are considered in this draft EIS. Each action alternative would involve the decommissioning, demolition, and replacement of the existing port of entry building; construction of a new parking area for staff and visitors; an increase in the number of primary inspection lanes to improve the efficiency of inspection operations; creation of a larger secondary inspection area for inbound (southbound) traffic entering the United States; and improvements in pedestrian and bicycle access through the port of entry facility. Under the No Action Alternative, the port of entry facility would not be redeveloped; the existing facility would be maintained in its current condition. The proposed project design would also provide for improvements in pedestrian and bicycle access through the port facility. Alternatives differ regarding the size of the facility (one or two stories), the location of the main facility and other facilities, including the parking area. POSITIVE IMPACTS: The replacement facility would meet the needs of the Department of Homeland Security and Customs and Border Protection Service, while maintaining the functionality of Interstate 5. Impacts to Peace Arch State Park would be minimal and preservation features of the project would be instituted. The capacity of the port facility would be increased, while the safety and security of port authority staff would be assured. Both immediate and future space needs at the port would be accommodated. Construction activities would empl9oy 353 workers. NEGATIVE IMPACTS: Access to the west side of the Peace Arch State Park would be affected by changes in lane configuration on Interstate 5. The new structures and light levels would alter the visual aesthetics of the area permanently. Construction activities would disturb vegetation and oils, increase sedimentation of surface flows, mar visual aesthetics with and outside the park. JF - EPA number: 050503, 237 pages and maps, December 1, 2005 PY - 2005 VL - 8 KW - Water KW - Air Quality Assessments KW - Border Stations KW - Cultural Resources Assessments KW - International Programs KW - Roads KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Canada KW - Washington UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380228?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PEACE+ARCH+PORT+OF+ENTRY+REDEVELOPMENT%2C+BLAINE%2C+WHATCOM+COUNTY%2C+WASHINGTON.&rft.title=PEACE+ARCH+PORT+OF+ENTRY+REDEVELOPMENT%2C+BLAINE%2C+WHATCOM+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Auburn, Washington; GSA N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 1, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PEACE ARCH PORT OF ENTRY REDEVELOPMENT, BLAINE, WHATCOM COUNTY, WASHINGTON. [Part 1 of 8] T2 - PEACE ARCH PORT OF ENTRY REDEVELOPMENT, BLAINE, WHATCOM COUNTY, WASHINGTON. AN - 36367787; 050182D-050503_0001 AB - PURPOSE: The redevelopment of the Peace Arch Port of Entry facility at the Canadian border in Blaine, Whatsome County, Washington is proposed to improve safety, security, and functionality at the facility. The existing facility includes an undersized main building that cannot support the current mission of the tenant agencies, a configuration that results in inadequate security, constricted road lanes and ineffective building layouts resulting in congestion, inappropriately configured or sized primary and secondary in ground inspection areas, a lack of permanent structures for the inspection of outbound vehicles, an undersized parking area for visitors and staff, and inadequate electrical and telecommunications facilities. Four alternatives, including a No Action Alternative, are considered in this draft EIS. Each action alternative would involve the decommissioning, demolition, and replacement of the existing port of entry building; construction of a new parking area for staff and visitors; an increase in the number of primary inspection lanes to improve the efficiency of inspection operations; creation of a larger secondary inspection area for inbound (southbound) traffic entering the United States; and improvements in pedestrian and bicycle access through the port of entry facility. Under the No Action Alternative, the port of entry facility would not be redeveloped; the existing facility would be maintained in its current condition. The proposed project design would also provide for improvements in pedestrian and bicycle access through the port facility. Alternatives differ regarding the size of the facility (one or two stories), the location of the main facility and other facilities, including the parking area. POSITIVE IMPACTS: The replacement facility would meet the needs of the Department of Homeland Security and Customs and Border Protection Service, while maintaining the functionality of Interstate 5. Impacts to Peace Arch State Park would be minimal and preservation features of the project would be instituted. The capacity of the port facility would be increased, while the safety and security of port authority staff would be assured. Both immediate and future space needs at the port would be accommodated. Construction activities would empl9oy 353 workers. NEGATIVE IMPACTS: Access to the west side of the Peace Arch State Park would be affected by changes in lane configuration on Interstate 5. The new structures and light levels would alter the visual aesthetics of the area permanently. Construction activities would disturb vegetation and oils, increase sedimentation of surface flows, mar visual aesthetics with and outside the park. JF - EPA number: 050503, 237 pages and maps, December 1, 2005 PY - 2005 VL - 1 KW - Water KW - Air Quality Assessments KW - Border Stations KW - Cultural Resources Assessments KW - International Programs KW - Roads KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Canada KW - Washington UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367787?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PEACE+ARCH+PORT+OF+ENTRY+REDEVELOPMENT%2C+BLAINE%2C+WHATCOM+COUNTY%2C+WASHINGTON.&rft.title=PEACE+ARCH+PORT+OF+ENTRY+REDEVELOPMENT%2C+BLAINE%2C+WHATCOM+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Auburn, Washington; GSA N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 1, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PEACE ARCH PORT OF ENTRY REDEVELOPMENT, BLAINE, WHATCOM COUNTY, WASHINGTON. [Part 4 of 8] T2 - PEACE ARCH PORT OF ENTRY REDEVELOPMENT, BLAINE, WHATCOM COUNTY, WASHINGTON. AN - 36367709; 050182D-050503_0004 AB - PURPOSE: The redevelopment of the Peace Arch Port of Entry facility at the Canadian border in Blaine, Whatsome County, Washington is proposed to improve safety, security, and functionality at the facility. The existing facility includes an undersized main building that cannot support the current mission of the tenant agencies, a configuration that results in inadequate security, constricted road lanes and ineffective building layouts resulting in congestion, inappropriately configured or sized primary and secondary in ground inspection areas, a lack of permanent structures for the inspection of outbound vehicles, an undersized parking area for visitors and staff, and inadequate electrical and telecommunications facilities. Four alternatives, including a No Action Alternative, are considered in this draft EIS. Each action alternative would involve the decommissioning, demolition, and replacement of the existing port of entry building; construction of a new parking area for staff and visitors; an increase in the number of primary inspection lanes to improve the efficiency of inspection operations; creation of a larger secondary inspection area for inbound (southbound) traffic entering the United States; and improvements in pedestrian and bicycle access through the port of entry facility. Under the No Action Alternative, the port of entry facility would not be redeveloped; the existing facility would be maintained in its current condition. The proposed project design would also provide for improvements in pedestrian and bicycle access through the port facility. Alternatives differ regarding the size of the facility (one or two stories), the location of the main facility and other facilities, including the parking area. POSITIVE IMPACTS: The replacement facility would meet the needs of the Department of Homeland Security and Customs and Border Protection Service, while maintaining the functionality of Interstate 5. Impacts to Peace Arch State Park would be minimal and preservation features of the project would be instituted. The capacity of the port facility would be increased, while the safety and security of port authority staff would be assured. Both immediate and future space needs at the port would be accommodated. Construction activities would empl9oy 353 workers. NEGATIVE IMPACTS: Access to the west side of the Peace Arch State Park would be affected by changes in lane configuration on Interstate 5. The new structures and light levels would alter the visual aesthetics of the area permanently. Construction activities would disturb vegetation and oils, increase sedimentation of surface flows, mar visual aesthetics with and outside the park. JF - EPA number: 050503, 237 pages and maps, December 1, 2005 PY - 2005 VL - 4 KW - Water KW - Air Quality Assessments KW - Border Stations KW - Cultural Resources Assessments KW - International Programs KW - Roads KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Canada KW - Washington UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367709?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PEACE+ARCH+PORT+OF+ENTRY+REDEVELOPMENT%2C+BLAINE%2C+WHATCOM+COUNTY%2C+WASHINGTON.&rft.title=PEACE+ARCH+PORT+OF+ENTRY+REDEVELOPMENT%2C+BLAINE%2C+WHATCOM+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Auburn, Washington; GSA N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: December 1, 2005 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Selective random decrement techniques for bridge monitoring systems AN - 19616161; 7338136 AB - Reliable bridge-condition evaluation and early detection of bridge-component failures are critical for bridge owners in the US for better utilization of available resources. Remote bridge monitoring systems (RBMS) have been perceived to assist periodic evaluation of structures to supplement bridge-management systems with quantitative data, and for examining new design techniques. Many RBMS thus far are based on measured bridge vibration. One of the major issues in developing RBMS is lack of reliable methods to obtain modal parameters using traffic excitation. This paper addresses one such signal processing method and discusses the results obtained using data measured from one of the RBMS installed in New York State bridges. Results indicate that it is necessary to find the natural modes, which are most insensitive to environmental parameter variations, for structural monitoring and damage detection. JF - Bridge Structures: Assessment, Design and Construction AU - Alampalli, Sreenivas AU - Cioara, Titus AD - Bridge Program and Evaluation Services Bureau, New York State Department of Transportation, 50 Wolf Road, Pod 43, Albany, New York, 12232, USA Y1 - 2005/12// PY - 2005 DA - Dec 2005 SP - 397 EP - 404 PB - Taylor & Francis Ltd., 11 New Fetter Lane London EC4P 4EE UK, [mailto:info@tandf.co.uk], [URL:http://www.tandf.co.uk] VL - 1 IS - 4 SN - 1573-2487, 1573-2487 KW - Health & Safety Science Abstracts KW - Bridge testing KW - Remote bridge monitoring systems KW - Modal analysis KW - Bridge monitoring KW - Structural damage detection KW - Bridges KW - Vibration KW - Structural analysis KW - USA, New York KW - H 15000:Civil/Structural Engineering UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19616161?accountid=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=Bridge+Structures%3A+Assessment%2C+Design+and+Construction&rft.atitle=Selective+random+decrement+techniques+for+bridge+monitoring+systems&rft.au=Alampalli%2C+Sreenivas%3BCioara%2C+Titus&rft.aulast=Alampalli&rft.aufirst=Sreenivas&rft.date=2005-12-01&rft.volume=1&rft.issue=4&rft.spage=397&rft.isbn=&rft.btitle=&rft.title=Bridge+Structures%3A+Assessment%2C+Design+and+Construction&rft.issn=15732487&rft_id=info:doi/10.1080%2F15732480500533119 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2007-05-01 N1 - Last updated - 2015-04-01 N1 - SubjectsTermNotLitGenreText - Bridges; Vibration; Structural analysis; USA, New York DO - http://dx.doi.org/10.1080/15732480500533119 ER - TY - RPRT T1 - PEACE ARCH PORT OF ENTRY REDEVELOPMENT, BLAINE, WHATCOM COUNTY, WASHINGTON. AN - 16352644; 11818 AB - PURPOSE: The redevelopment of the Peace Arch Port of Entry facility at the Canadian border in Blaine, Whatsome County, Washington is proposed to improve safety, security, and functionality at the facility. The existing facility includes an undersized main building that cannot support the current mission of the tenant agencies, a configuration that results in inadequate security, constricted road lanes and ineffective building layouts resulting in congestion, inappropriately configured or sized primary and secondary in ground inspection areas, a lack of permanent structures for the inspection of outbound vehicles, an undersized parking area for visitors and staff, and inadequate electrical and telecommunications facilities. Four alternatives, including a No Action Alternative, are considered in this draft EIS. Each action alternative would involve the decommissioning, demolition, and replacement of the existing port of entry building; construction of a new parking area for staff and visitors; an increase in the number of primary inspection lanes to improve the efficiency of inspection operations; creation of a larger secondary inspection area for inbound (southbound) traffic entering the United States; and improvements in pedestrian and bicycle access through the port of entry facility. Under the No Action Alternative, the port of entry facility would not be redeveloped; the existing facility would be maintained in its current condition. The proposed project design would also provide for improvements in pedestrian and bicycle access through the port facility. Alternatives differ regarding the size of the facility (one or two stories), the location of the main facility and other facilities, including the parking area. POSITIVE IMPACTS: The replacement facility would meet the needs of the Department of Homeland Security and Customs and Border Protection Service, while maintaining the functionality of Interstate 5. Impacts to Peace Arch State Park would be minimal and preservation features of the project would be instituted. The capacity of the port facility would be increased, while the safety and security of port authority staff would be assured. Both immediate and future space needs at the port would be accommodated. Construction activities would empl9oy 353 workers. NEGATIVE IMPACTS: Access to the west side of the Peace Arch State Park would be affected by changes in lane configuration on Interstate 5. The new structures and light levels would alter the visual aesthetics of the area permanently. Construction activities would disturb vegetation and oils, increase sedimentation of surface flows, mar visual aesthetics with and outside the park. JF - EPA number: 050503, 237 pages and maps, December 1, 2005 PY - 2005 KW - Water KW - Air Quality Assessments KW - Border Stations KW - Cultural Resources Assessments KW - International Programs KW - Roads KW - Socioeconomic Assessments KW - Traffic Analyses KW - Transportation KW - Canada KW - Washington UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16352644?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-12-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PEACE+ARCH+PORT+OF+ENTRY+REDEVELOPMENT%2C+BLAINE%2C+WHATCOM+COUNTY%2C+WASHINGTON.&rft.title=PEACE+ARCH+PORT+OF+ENTRY+REDEVELOPMENT%2C+BLAINE%2C+WHATCOM+COUNTY%2C+WASHINGTON.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - General Services Administration, Auburn, Washington; GSA N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: December 1, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-70 MOUNTAIN CORRIDOR, FROM MILE POST 116 TO MILE POST 260, BETWEEN GLENWOOD SPRINGS AND C-470, GARFIELD, EAGLE, SUMMIT, CLEAR CREEK AND JEFFERSON COUNTIES, COLORADO (PROJECT IM 0703-224). AN - 36410721; 11293 AB - PURPOSE: The implementation of transportation improvements in the I-70 Mountain Corridor, from mile post 116 to mile post 260, between Glenwood Springs and C-470, Garfield, Eagle, Summit, Clear Creek and Jefferson counties, Colorado is proposed. This programmatic EIS takes a broad view of the transportation issues and considers alternatives to reduce further congestion, improve mobility, and enhance safety within the corridor. The EIS enables policy decisions focusing on mode of choice, general location improvements, and combinations of improvements and their combined functioning as a system to address corridor-wide transportation issues. Tier 2, the next stage in the decision-making process, will enable decisions regarding site-specific, project-level details on alignments, high capacity transit technology, project impacts, costs, and mitigation measures after a preferred alternative has been identified. The I-90 Corridor is the only contiguous east-west highway in the study area, serving as the lifeblood of east-west travel in Colorado. Existing congestion along the corridor is degrading the accessibility of mountain travel for Colorado residents, employees, tourists, and businesses. Travel demand in the corridor is projected to increase over the next 25 years and beyond. Alternatives in three transit areas, and a No Action Alternative, are considered in this draft EIS. Transit options include dual-mode buses or diesel buses operating in a guideway. Highway options include a four- or six-lane highway, with a design speed of 65 miles per hour or 55 mph, respectively and reversible high-occupancy vehicle/high-occupancy/toll lanes (HOV/HOT). Alternatives representing a combination of highway and transit modes all include highway construction with rights-of-way preserved either for rail, an advanced guideway system, or dual mode buses or diesel buses operating in guideways. Currently preferred options include buses operating in a guideway, a six-lane highway, reversible HOV/HOT lanes. Preservation is defined. POSITIVE IMPACTS: The preferred alternatives would provide the ability of accommodate travel demand, highway travel and transit times reductions, reduction in annual hours of congestion. Safety in the corridor would be enhanced. Project-level cost-effectiveness will be assured. NEGATIVE IMPACTS: Transportation within the corridor, particularly automobile and truck traffic, would degrade air quality; displace key wildlife habitat and impede and endanger wildlife movements; degrade water quality, particularly due to storm runoff and the use of chemicals to control ice and snow; degrade fisheries, streams, riparian areas, wetlands, other waters of the US; affect visual aesthetics, displace residences and businesses, historic properties and paleontologic resource sites, recreational lands, and increase noise levels. Transportation energy consumption would increase significantly, particularly under modal options involving highways. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 040554, 391 pages (oversized)); Appendices-- 571 pages and maps (oversized, November 30, 2005 PY - 2005 KW - Roads and Railroads KW - Air Quality KW - Biologic Assessments KW - Biologic Surveys KW - Cost Assessments KW - Energy Consumption KW - Highways KW - Highway Structures KW - Historic Sites KW - Historic Sites Surveys KW - Ice Conditions KW - Impact Assessment Methodology KW - Indian Reservations KW - Paleontological Sites KW - Rapid Transit Systems KW - Recreation Resources KW - Recreation Resources Surveys KW - Relocations-Property Acquisitions KW - Safety KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Creeks KW - Wetlands KW - Traffic Analyses KW - Transportation KW - Transportation Surveys KW - Visual Resources KW - Visual Resources Surveys KW - Water Quality KW - Water Quality Assessments KW - Water Supply KW - Wildlife KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36410721?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-70+MOUNTAIN+CORRIDOR%2C+FROM+MILE+POST+116+TO+MILE+POST+260%2C+BETWEEN+GLENWOOD+SPRINGS+AND+C-470%2C+GARFIELD%2C+EAGLE%2C+SUMMIT%2C+CLEAR+CREEK+AND+JEFFERSON+COUNTIES%2C+COLORADO+%28PROJECT+IM+0703-224%29.&rft.title=I-70+MOUNTAIN+CORRIDOR%2C+FROM+MILE+POST+116+TO+MILE+POST+260%2C+BETWEEN+GLENWOOD+SPRINGS+AND+C-470%2C+GARFIELD%2C+EAGLE%2C+SUMMIT%2C+CLEAR+CREEK+AND+JEFFERSON+COUNTIES%2C+COLORADO+%28PROJECT+IM+0703-224%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Lakewoood, Colorado; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 30, 2005 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, SECTION OF INDEPENDENT UTILITY NO. 7, MONTGOMERY, WARREN, AND ST CHARLES COUNTIES, JSUT WEST OF ROUTE 189 (MILEPOST 174) TO LAKE ST. LOUIS BOULEVARD (MILEPOST 214), MISSOURI. AN - 36438838; 11812 AB - PURPOSE: The improvement of a 70-mile section of Interstate 70 II-70) from just west of Route 19 to Lake St. Louis Boulevard in Montgomery, Warren, and St. Charles counties, Missouri is proposed. A tiered approach has been taken to the improvement of I-70 in Missouri. A Tier 1 EIS examining a 200-mile section of I-70 was approved in December 2001. This draft EIS is a Tier 2 EIS. I-70 constitutes one of the most important freeways in the national interstate system, providing east-west transcontinental access across much of the United States. The facility traverses 250 miles within Missouri. Other than short reconstructed sections, the newest sections of I-70 are 39 years old. The segment of highway suffers from insufficient roadway capacity, a poor safety record, and inadequate design. Four conceptual corridors, including the existing corridor, were located in the central and eastern sections of the study corridor, and numerous alternatives were considered for 17 subsections identified during scoping. The preferred alternative would include 14 miles of widening to six lanes, 26 miles of widening to eight lanes, reconstruction of 13 interchanges, and relocation of the existing rest areas and weigh stations. Rights-of-way and construction costs of the preferred alternative are estimated at $107.1 million and $670.7 million, respectively. POSITIVE IMPACTS: The improvements to the I-70 corridor would be critical to providing a safe, efficient, and economically effective transportation network to meet traffic demands. The project would accommodate existing and future traffic volumes, increase the level of service, enhance safety and modal interconnections, ensure access management, and improve homeland security. NEGATIVE IMPACTS: Rights-of-way requirements would result in the partial acquisition of 488 properties and full acquisition of 111 properties, displacement of 55 residential and 43 commercial structures, and limitation of access to 46 businesses. Regarding natural resources, the project would displace 11.3 acres of floodplain land, 0.6 acre of regulatory floodway, 2.5 acres of wetlands, 0.8 acre of ponds, and 47,089 linear feet of rivers and streams. In addition, 14 sites eligible for inclusion in the National Register of Historic Places would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 671 sensitive receptor sites. Seven wells would be lost. 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 abstracts of the draft and final EIS addressing Tier 1 planning for I-70 improvements in Missouri, see 01-0449D, Volume 25, Number 4 and 02-0067F, Volume 26, Number 1, respectively. For the abstract of the draft EIS, see 05-0412D, Volume 29, Number 3. JF - EPA number: 050497, 97 pages and maps, November 21, 2005 PY - 2005 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-04-01-F KW - Farmlands KW - Floodplains KW - Floodways KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Streams KW - Traffic Analyses KW - Transportation KW - Wells KW - Wetlands KW - Missouri KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES 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/36438838?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+SECTION+OF+INDEPENDENT+UTILITY+NO.+7%2C+MONTGOMERY%2C+WARREN%2C+AND+ST+CHARLES+COUNTIES%2C+JSUT+WEST+OF+ROUTE+189+%28MILEPOST+174%29+TO+LAKE+ST.+LOUIS+BOULEVARD+%28MILEPOST+214%29%2C+MISSOURI.&rft.title=INTERSTATE+70+CORRIDOR%2C+SECTION+OF+INDEPENDENT+UTILITY+NO.+7%2C+MONTGOMERY%2C+WARREN%2C+AND+ST+CHARLES+COUNTIES%2C+JSUT+WEST+OF+ROUTE+189+%28MILEPOST+174%29+TO+LAKE+ST.+LOUIS+BOULEVARD+%28MILEPOST+214%29%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 21, 2005 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, SECTION OF INDEPENDENT UTILITY NO. 7, MONTGOMERY, WARREN, AND ST CHARLES COUNTIES, JSUT WEST OF ROUTE 189 (MILEPOST 174) TO LAKE ST. LOUIS BOULEVARD (MILEPOST 214), MISSOURI. [Part 1 of 1] T2 - INTERSTATE 70 CORRIDOR, SECTION OF INDEPENDENT UTILITY NO. 7, MONTGOMERY, WARREN, AND ST CHARLES COUNTIES, JSUT WEST OF ROUTE 189 (MILEPOST 174) TO LAKE ST. LOUIS BOULEVARD (MILEPOST 214), MISSOURI. AN - 36374182; 11812-050497_0001 AB - PURPOSE: The improvement of a 70-mile section of Interstate 70 II-70) from just west of Route 19 to Lake St. Louis Boulevard in Montgomery, Warren, and St. Charles counties, Missouri is proposed. A tiered approach has been taken to the improvement of I-70 in Missouri. A Tier 1 EIS examining a 200-mile section of I-70 was approved in December 2001. This draft EIS is a Tier 2 EIS. I-70 constitutes one of the most important freeways in the national interstate system, providing east-west transcontinental access across much of the United States. The facility traverses 250 miles within Missouri. Other than short reconstructed sections, the newest sections of I-70 are 39 years old. The segment of highway suffers from insufficient roadway capacity, a poor safety record, and inadequate design. Four conceptual corridors, including the existing corridor, were located in the central and eastern sections of the study corridor, and numerous alternatives were considered for 17 subsections identified during scoping. The preferred alternative would include 14 miles of widening to six lanes, 26 miles of widening to eight lanes, reconstruction of 13 interchanges, and relocation of the existing rest areas and weigh stations. Rights-of-way and construction costs of the preferred alternative are estimated at $107.1 million and $670.7 million, respectively. POSITIVE IMPACTS: The improvements to the I-70 corridor would be critical to providing a safe, efficient, and economically effective transportation network to meet traffic demands. The project would accommodate existing and future traffic volumes, increase the level of service, enhance safety and modal interconnections, ensure access management, and improve homeland security. NEGATIVE IMPACTS: Rights-of-way requirements would result in the partial acquisition of 488 properties and full acquisition of 111 properties, displacement of 55 residential and 43 commercial structures, and limitation of access to 46 businesses. Regarding natural resources, the project would displace 11.3 acres of floodplain land, 0.6 acre of regulatory floodway, 2.5 acres of wetlands, 0.8 acre of ponds, and 47,089 linear feet of rivers and streams. In addition, 14 sites eligible for inclusion in the National Register of Historic Places would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 671 sensitive receptor sites. Seven wells would be lost. 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 abstracts of the draft and final EIS addressing Tier 1 planning for I-70 improvements in Missouri, see 01-0449D, Volume 25, Number 4 and 02-0067F, Volume 26, Number 1, respectively. For the abstract of the draft EIS, see 05-0412D, Volume 29, Number 3. JF - EPA number: 050497, 97 pages and maps, November 21, 2005 PY - 2005 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-04-01-F KW - Farmlands KW - Floodplains KW - Floodways KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Rivers KW - Streams KW - Traffic Analyses KW - Transportation KW - Wells KW - Wetlands KW - Missouri KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES 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/36374182?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-21&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+SECTION+OF+INDEPENDENT+UTILITY+NO.+7%2C+MONTGOMERY%2C+WARREN%2C+AND+ST+CHARLES+COUNTIES%2C+JSUT+WEST+OF+ROUTE+189+%28MILEPOST+174%29+TO+LAKE+ST.+LOUIS+BOULEVARD+%28MILEPOST+214%29%2C+MISSOURI.&rft.title=INTERSTATE+70+CORRIDOR%2C+SECTION+OF+INDEPENDENT+UTILITY+NO.+7%2C+MONTGOMERY%2C+WARREN%2C+AND+ST+CHARLES+COUNTIES%2C+JSUT+WEST+OF+ROUTE+189+%28MILEPOST+174%29+TO+LAKE+ST.+LOUIS+BOULEVARD+%28MILEPOST+214%29%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 21, 2005 N1 - Last updated - 2011-12-16 ER - TY - CPAPER T1 - Effects of Highway Runoff on ESA-Listed Salmonid Species and Designated Critical Habitat in Washington State T2 - 26th Annual Meeting of the Society of Environmental Toxicology and Chemistry AN - 39751753; 4024297 JF - 26th Annual Meeting of the Society of Environmental Toxicology and Chemistry AU - O'Brien, T AU - Schaffner, L AU - Carey, M Y1 - 2005/11/13/ PY - 2005 DA - 2005 Nov 13 KW - USA, Washington KW - Highways KW - Habitat KW - Runoff KW - Salmonidae KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39751753?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=26th+Annual+Meeting+of+the+Society+of+Environmental+Toxicology+and+Chemistry&rft.atitle=Effects+of+Highway+Runoff+on+ESA-Listed+Salmonid+Species+and+Designated+Critical+Habitat+in+Washington+State&rft.au=O%27Brien%2C+T%3BSchaffner%2C+L%3BCarey%2C+M&rft.aulast=O%27Brien&rft.aufirst=T&rft.date=2005-11-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=26th+Annual+Meeting+of+the+Society+of+Environmental+Toxicology+and+Chemistry&rft.issn=&rft_id=info:doi/ L2 - http://abstracts.co.allenpress.com/pweb/setac2005/program/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). [Part 6 of 13] T2 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). AN - 36382739; 060007D-050483_0006 AB - PURPOSE: The establishment of an Electronic Scoring Site (ESS) system is proposed to support realistic B-52 and B-1 bomber training operations within approximately 600 nautical miles of Barksdale and Dyess Air Force Bases (AFBs) in New Mexico and/or Texas. The Realistic Bomber Training Initiative proposed to establish linked military airspace and ground-based assets to support realistic training. Training airspace and ground-based assets would be arranged to provide a sequence of training activities that mirror combat missions. Currently, aircrews cannot conduct needed training without flying long distances, wasting valuable training time. Existing airspace and other training components closer to the affected AFBs lack realism and do not allow integrated training. Four alternatives, including a No Action Alternative (Alternative A), were considered in the final EIS of October 2005. Under the No Action Alternative bombers would continue to use existing airspace and existing ESSs at current levels. Action alternatives would involve changes in the structure and use of airspace; closure of ESSs at Harrison, Arkansas and La Junta, Colorado; and construction of 10 new emitter sites and two ESS sites. Airspace modifications would include creation of new airspace in some areas and elimination of airspace in others. Action alternatives B and C would lie almost wholly in western Texas, while Alternative D would be located in northeastern New Mexico. Alternatives B, C, and D would cover approximately 85, 80, and 90 percent of the existing airspace. Alternative B is both the Air Force's preferred alternative and the environmentally preferred alternative. This draft supplement to the final EIS, which responds to a U.S. Court of Appears (Fifth Circuit) opinion of October 12, 2004, addresses potential impacts to structures, vehicles, persons, wildlife, and livestock from aircraft wake vortices. POSITIVE IMPACTS: Action alternatives would allow B-52 and B-1 aircrews to receive needed combat training and maximize combat training time, helping to insure national and international security. The study conducted for the development of this draft supplement indicates that wake vortices from standard B-52 and B-1B low-altitude training flights fail to generate sufficient wind velocities to damage ground structures and vehicles or pose a hazard to people or animals on the surface, except under rare atmospheric conditions. NEGATIVE IMPACTS: Under the three action alternatives, impacts to airspace management, air safety, socioeconomics, environmental justice, cultural resources, and soil and water resources would be negligible to minimal. Aircraft noise would increase by one to 13 decibels in some parts of the proposed military training routes associated with Alternatives B and C, and to one 10 18 decibels in portions of the military training route for Alternative D. Alternatives B, C, and D would result in over flights of two, two, and 13 special use land management areas (e.g., state parks and wild and scenic rivers), respectively, exposing the affected areas to aircraft noise. Some prime farmland would be affected by any action alternative, although this would not constitute in irreversible change in land use. Alternatives B and C would result in negligible to minimal impacts to biological resources, including low-altitude over flights over estimated aplomado falcon historic range though only four falcons have been observed in the affected areas since 1992. Alternative D would increase low-altitude over flights of known or suspected habitat for federally listed threatened or endangered bird species, namely, peregrine falcon, Mexican spotted owl, and bald eagle. PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 99-0107D, Volume 23, Number 2 and 00-0156F, Volume 24, Number 2. JF - EPA number: 050483, 103 pages, November 10, 2005 PY - 2005 VL - 6 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Air Quality Assessments KW - Biologic Assessments KW - Birds KW - Buildings KW - Endangered Species (Animals) KW - Farmlands KW - Health Hazard Analyses KW - Land Management KW - Military Operations (Air Force) KW - Noise Assessments KW - Socioeconomic Assessments KW - Soils Surveys KW - Weapon Systems KW - Wildlife KW - Arizona KW - Barksdale Air Force Base KW - Dyess Air Force Base KW - New Mexico KW - Texas UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382739?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.title=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Langley Air Force Base, Virginia; AF N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: November 10, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). [Part 10 of 13] T2 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). AN - 36382218; 060007D-050483_0010 AB - PURPOSE: The establishment of an Electronic Scoring Site (ESS) system is proposed to support realistic B-52 and B-1 bomber training operations within approximately 600 nautical miles of Barksdale and Dyess Air Force Bases (AFBs) in New Mexico and/or Texas. The Realistic Bomber Training Initiative proposed to establish linked military airspace and ground-based assets to support realistic training. Training airspace and ground-based assets would be arranged to provide a sequence of training activities that mirror combat missions. Currently, aircrews cannot conduct needed training without flying long distances, wasting valuable training time. Existing airspace and other training components closer to the affected AFBs lack realism and do not allow integrated training. Four alternatives, including a No Action Alternative (Alternative A), were considered in the final EIS of October 2005. Under the No Action Alternative bombers would continue to use existing airspace and existing ESSs at current levels. Action alternatives would involve changes in the structure and use of airspace; closure of ESSs at Harrison, Arkansas and La Junta, Colorado; and construction of 10 new emitter sites and two ESS sites. Airspace modifications would include creation of new airspace in some areas and elimination of airspace in others. Action alternatives B and C would lie almost wholly in western Texas, while Alternative D would be located in northeastern New Mexico. Alternatives B, C, and D would cover approximately 85, 80, and 90 percent of the existing airspace. Alternative B is both the Air Force's preferred alternative and the environmentally preferred alternative. This draft supplement to the final EIS, which responds to a U.S. Court of Appears (Fifth Circuit) opinion of October 12, 2004, addresses potential impacts to structures, vehicles, persons, wildlife, and livestock from aircraft wake vortices. POSITIVE IMPACTS: Action alternatives would allow B-52 and B-1 aircrews to receive needed combat training and maximize combat training time, helping to insure national and international security. The study conducted for the development of this draft supplement indicates that wake vortices from standard B-52 and B-1B low-altitude training flights fail to generate sufficient wind velocities to damage ground structures and vehicles or pose a hazard to people or animals on the surface, except under rare atmospheric conditions. NEGATIVE IMPACTS: Under the three action alternatives, impacts to airspace management, air safety, socioeconomics, environmental justice, cultural resources, and soil and water resources would be negligible to minimal. Aircraft noise would increase by one to 13 decibels in some parts of the proposed military training routes associated with Alternatives B and C, and to one 10 18 decibels in portions of the military training route for Alternative D. Alternatives B, C, and D would result in over flights of two, two, and 13 special use land management areas (e.g., state parks and wild and scenic rivers), respectively, exposing the affected areas to aircraft noise. Some prime farmland would be affected by any action alternative, although this would not constitute in irreversible change in land use. Alternatives B and C would result in negligible to minimal impacts to biological resources, including low-altitude over flights over estimated aplomado falcon historic range though only four falcons have been observed in the affected areas since 1992. Alternative D would increase low-altitude over flights of known or suspected habitat for federally listed threatened or endangered bird species, namely, peregrine falcon, Mexican spotted owl, and bald eagle. PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 99-0107D, Volume 23, Number 2 and 00-0156F, Volume 24, Number 2. JF - EPA number: 050483, 103 pages, November 10, 2005 PY - 2005 VL - 10 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Air Quality Assessments KW - Biologic Assessments KW - Birds KW - Buildings KW - Endangered Species (Animals) KW - Farmlands KW - Health Hazard Analyses KW - Land Management KW - Military Operations (Air Force) KW - Noise Assessments KW - Socioeconomic Assessments KW - Soils Surveys KW - Weapon Systems KW - Wildlife KW - Arizona KW - Barksdale Air Force Base KW - Dyess Air Force Base KW - New Mexico KW - Texas UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382218?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.title=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Langley Air Force Base, Virginia; AF N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: November 10, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). [Part 2 of 13] T2 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). AN - 36380255; 060007D-050483_0002 AB - PURPOSE: The establishment of an Electronic Scoring Site (ESS) system is proposed to support realistic B-52 and B-1 bomber training operations within approximately 600 nautical miles of Barksdale and Dyess Air Force Bases (AFBs) in New Mexico and/or Texas. The Realistic Bomber Training Initiative proposed to establish linked military airspace and ground-based assets to support realistic training. Training airspace and ground-based assets would be arranged to provide a sequence of training activities that mirror combat missions. Currently, aircrews cannot conduct needed training without flying long distances, wasting valuable training time. Existing airspace and other training components closer to the affected AFBs lack realism and do not allow integrated training. Four alternatives, including a No Action Alternative (Alternative A), were considered in the final EIS of October 2005. Under the No Action Alternative bombers would continue to use existing airspace and existing ESSs at current levels. Action alternatives would involve changes in the structure and use of airspace; closure of ESSs at Harrison, Arkansas and La Junta, Colorado; and construction of 10 new emitter sites and two ESS sites. Airspace modifications would include creation of new airspace in some areas and elimination of airspace in others. Action alternatives B and C would lie almost wholly in western Texas, while Alternative D would be located in northeastern New Mexico. Alternatives B, C, and D would cover approximately 85, 80, and 90 percent of the existing airspace. Alternative B is both the Air Force's preferred alternative and the environmentally preferred alternative. This draft supplement to the final EIS, which responds to a U.S. Court of Appears (Fifth Circuit) opinion of October 12, 2004, addresses potential impacts to structures, vehicles, persons, wildlife, and livestock from aircraft wake vortices. POSITIVE IMPACTS: Action alternatives would allow B-52 and B-1 aircrews to receive needed combat training and maximize combat training time, helping to insure national and international security. The study conducted for the development of this draft supplement indicates that wake vortices from standard B-52 and B-1B low-altitude training flights fail to generate sufficient wind velocities to damage ground structures and vehicles or pose a hazard to people or animals on the surface, except under rare atmospheric conditions. NEGATIVE IMPACTS: Under the three action alternatives, impacts to airspace management, air safety, socioeconomics, environmental justice, cultural resources, and soil and water resources would be negligible to minimal. Aircraft noise would increase by one to 13 decibels in some parts of the proposed military training routes associated with Alternatives B and C, and to one 10 18 decibels in portions of the military training route for Alternative D. Alternatives B, C, and D would result in over flights of two, two, and 13 special use land management areas (e.g., state parks and wild and scenic rivers), respectively, exposing the affected areas to aircraft noise. Some prime farmland would be affected by any action alternative, although this would not constitute in irreversible change in land use. Alternatives B and C would result in negligible to minimal impacts to biological resources, including low-altitude over flights over estimated aplomado falcon historic range though only four falcons have been observed in the affected areas since 1992. Alternative D would increase low-altitude over flights of known or suspected habitat for federally listed threatened or endangered bird species, namely, peregrine falcon, Mexican spotted owl, and bald eagle. PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 99-0107D, Volume 23, Number 2 and 00-0156F, Volume 24, Number 2. JF - EPA number: 050483, 103 pages, November 10, 2005 PY - 2005 VL - 2 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Air Quality Assessments KW - Biologic Assessments KW - Birds KW - Buildings KW - Endangered Species (Animals) KW - Farmlands KW - Health Hazard Analyses KW - Land Management KW - Military Operations (Air Force) KW - Noise Assessments KW - Socioeconomic Assessments KW - Soils Surveys KW - Weapon Systems KW - Wildlife KW - Arizona KW - Barksdale Air Force Base KW - Dyess Air Force Base KW - New Mexico KW - Texas UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380255?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.title=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Langley Air Force Base, Virginia; AF N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: November 10, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). [Part 7 of 13] T2 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). AN - 36379702; 060007D-050483_0007 AB - PURPOSE: The establishment of an Electronic Scoring Site (ESS) system is proposed to support realistic B-52 and B-1 bomber training operations within approximately 600 nautical miles of Barksdale and Dyess Air Force Bases (AFBs) in New Mexico and/or Texas. The Realistic Bomber Training Initiative proposed to establish linked military airspace and ground-based assets to support realistic training. Training airspace and ground-based assets would be arranged to provide a sequence of training activities that mirror combat missions. Currently, aircrews cannot conduct needed training without flying long distances, wasting valuable training time. Existing airspace and other training components closer to the affected AFBs lack realism and do not allow integrated training. Four alternatives, including a No Action Alternative (Alternative A), were considered in the final EIS of October 2005. Under the No Action Alternative bombers would continue to use existing airspace and existing ESSs at current levels. Action alternatives would involve changes in the structure and use of airspace; closure of ESSs at Harrison, Arkansas and La Junta, Colorado; and construction of 10 new emitter sites and two ESS sites. Airspace modifications would include creation of new airspace in some areas and elimination of airspace in others. Action alternatives B and C would lie almost wholly in western Texas, while Alternative D would be located in northeastern New Mexico. Alternatives B, C, and D would cover approximately 85, 80, and 90 percent of the existing airspace. Alternative B is both the Air Force's preferred alternative and the environmentally preferred alternative. This draft supplement to the final EIS, which responds to a U.S. Court of Appears (Fifth Circuit) opinion of October 12, 2004, addresses potential impacts to structures, vehicles, persons, wildlife, and livestock from aircraft wake vortices. POSITIVE IMPACTS: Action alternatives would allow B-52 and B-1 aircrews to receive needed combat training and maximize combat training time, helping to insure national and international security. The study conducted for the development of this draft supplement indicates that wake vortices from standard B-52 and B-1B low-altitude training flights fail to generate sufficient wind velocities to damage ground structures and vehicles or pose a hazard to people or animals on the surface, except under rare atmospheric conditions. NEGATIVE IMPACTS: Under the three action alternatives, impacts to airspace management, air safety, socioeconomics, environmental justice, cultural resources, and soil and water resources would be negligible to minimal. Aircraft noise would increase by one to 13 decibels in some parts of the proposed military training routes associated with Alternatives B and C, and to one 10 18 decibels in portions of the military training route for Alternative D. Alternatives B, C, and D would result in over flights of two, two, and 13 special use land management areas (e.g., state parks and wild and scenic rivers), respectively, exposing the affected areas to aircraft noise. Some prime farmland would be affected by any action alternative, although this would not constitute in irreversible change in land use. Alternatives B and C would result in negligible to minimal impacts to biological resources, including low-altitude over flights over estimated aplomado falcon historic range though only four falcons have been observed in the affected areas since 1992. Alternative D would increase low-altitude over flights of known or suspected habitat for federally listed threatened or endangered bird species, namely, peregrine falcon, Mexican spotted owl, and bald eagle. PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 99-0107D, Volume 23, Number 2 and 00-0156F, Volume 24, Number 2. JF - EPA number: 050483, 103 pages, November 10, 2005 PY - 2005 VL - 7 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Air Quality Assessments KW - Biologic Assessments KW - Birds KW - Buildings KW - Endangered Species (Animals) KW - Farmlands KW - Health Hazard Analyses KW - Land Management KW - Military Operations (Air Force) KW - Noise Assessments KW - Socioeconomic Assessments KW - Soils Surveys KW - Weapon Systems KW - Wildlife KW - Arizona KW - Barksdale Air Force Base KW - Dyess Air Force Base KW - New Mexico KW - Texas UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379702?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.title=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Langley Air Force Base, Virginia; AF N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: November 10, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). [Part 5 of 13] T2 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). AN - 36378454; 060007D-050483_0005 AB - PURPOSE: The establishment of an Electronic Scoring Site (ESS) system is proposed to support realistic B-52 and B-1 bomber training operations within approximately 600 nautical miles of Barksdale and Dyess Air Force Bases (AFBs) in New Mexico and/or Texas. The Realistic Bomber Training Initiative proposed to establish linked military airspace and ground-based assets to support realistic training. Training airspace and ground-based assets would be arranged to provide a sequence of training activities that mirror combat missions. Currently, aircrews cannot conduct needed training without flying long distances, wasting valuable training time. Existing airspace and other training components closer to the affected AFBs lack realism and do not allow integrated training. Four alternatives, including a No Action Alternative (Alternative A), were considered in the final EIS of October 2005. Under the No Action Alternative bombers would continue to use existing airspace and existing ESSs at current levels. Action alternatives would involve changes in the structure and use of airspace; closure of ESSs at Harrison, Arkansas and La Junta, Colorado; and construction of 10 new emitter sites and two ESS sites. Airspace modifications would include creation of new airspace in some areas and elimination of airspace in others. Action alternatives B and C would lie almost wholly in western Texas, while Alternative D would be located in northeastern New Mexico. Alternatives B, C, and D would cover approximately 85, 80, and 90 percent of the existing airspace. Alternative B is both the Air Force's preferred alternative and the environmentally preferred alternative. This draft supplement to the final EIS, which responds to a U.S. Court of Appears (Fifth Circuit) opinion of October 12, 2004, addresses potential impacts to structures, vehicles, persons, wildlife, and livestock from aircraft wake vortices. POSITIVE IMPACTS: Action alternatives would allow B-52 and B-1 aircrews to receive needed combat training and maximize combat training time, helping to insure national and international security. The study conducted for the development of this draft supplement indicates that wake vortices from standard B-52 and B-1B low-altitude training flights fail to generate sufficient wind velocities to damage ground structures and vehicles or pose a hazard to people or animals on the surface, except under rare atmospheric conditions. NEGATIVE IMPACTS: Under the three action alternatives, impacts to airspace management, air safety, socioeconomics, environmental justice, cultural resources, and soil and water resources would be negligible to minimal. Aircraft noise would increase by one to 13 decibels in some parts of the proposed military training routes associated with Alternatives B and C, and to one 10 18 decibels in portions of the military training route for Alternative D. Alternatives B, C, and D would result in over flights of two, two, and 13 special use land management areas (e.g., state parks and wild and scenic rivers), respectively, exposing the affected areas to aircraft noise. Some prime farmland would be affected by any action alternative, although this would not constitute in irreversible change in land use. Alternatives B and C would result in negligible to minimal impacts to biological resources, including low-altitude over flights over estimated aplomado falcon historic range though only four falcons have been observed in the affected areas since 1992. Alternative D would increase low-altitude over flights of known or suspected habitat for federally listed threatened or endangered bird species, namely, peregrine falcon, Mexican spotted owl, and bald eagle. PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 99-0107D, Volume 23, Number 2 and 00-0156F, Volume 24, Number 2. JF - EPA number: 050483, 103 pages, November 10, 2005 PY - 2005 VL - 5 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Air Quality Assessments KW - Biologic Assessments KW - Birds KW - Buildings KW - Endangered Species (Animals) KW - Farmlands KW - Health Hazard Analyses KW - Land Management KW - Military Operations (Air Force) KW - Noise Assessments KW - Socioeconomic Assessments KW - Soils Surveys KW - Weapon Systems KW - Wildlife KW - Arizona KW - Barksdale Air Force Base KW - Dyess Air Force Base KW - New Mexico KW - Texas UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378454?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.title=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Langley Air Force Base, Virginia; AF N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: November 10, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). [Part 9 of 13] T2 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). AN - 36374354; 060007D-050483_0009 AB - PURPOSE: The establishment of an Electronic Scoring Site (ESS) system is proposed to support realistic B-52 and B-1 bomber training operations within approximately 600 nautical miles of Barksdale and Dyess Air Force Bases (AFBs) in New Mexico and/or Texas. The Realistic Bomber Training Initiative proposed to establish linked military airspace and ground-based assets to support realistic training. Training airspace and ground-based assets would be arranged to provide a sequence of training activities that mirror combat missions. Currently, aircrews cannot conduct needed training without flying long distances, wasting valuable training time. Existing airspace and other training components closer to the affected AFBs lack realism and do not allow integrated training. Four alternatives, including a No Action Alternative (Alternative A), were considered in the final EIS of October 2005. Under the No Action Alternative bombers would continue to use existing airspace and existing ESSs at current levels. Action alternatives would involve changes in the structure and use of airspace; closure of ESSs at Harrison, Arkansas and La Junta, Colorado; and construction of 10 new emitter sites and two ESS sites. Airspace modifications would include creation of new airspace in some areas and elimination of airspace in others. Action alternatives B and C would lie almost wholly in western Texas, while Alternative D would be located in northeastern New Mexico. Alternatives B, C, and D would cover approximately 85, 80, and 90 percent of the existing airspace. Alternative B is both the Air Force's preferred alternative and the environmentally preferred alternative. This draft supplement to the final EIS, which responds to a U.S. Court of Appears (Fifth Circuit) opinion of October 12, 2004, addresses potential impacts to structures, vehicles, persons, wildlife, and livestock from aircraft wake vortices. POSITIVE IMPACTS: Action alternatives would allow B-52 and B-1 aircrews to receive needed combat training and maximize combat training time, helping to insure national and international security. The study conducted for the development of this draft supplement indicates that wake vortices from standard B-52 and B-1B low-altitude training flights fail to generate sufficient wind velocities to damage ground structures and vehicles or pose a hazard to people or animals on the surface, except under rare atmospheric conditions. NEGATIVE IMPACTS: Under the three action alternatives, impacts to airspace management, air safety, socioeconomics, environmental justice, cultural resources, and soil and water resources would be negligible to minimal. Aircraft noise would increase by one to 13 decibels in some parts of the proposed military training routes associated with Alternatives B and C, and to one 10 18 decibels in portions of the military training route for Alternative D. Alternatives B, C, and D would result in over flights of two, two, and 13 special use land management areas (e.g., state parks and wild and scenic rivers), respectively, exposing the affected areas to aircraft noise. Some prime farmland would be affected by any action alternative, although this would not constitute in irreversible change in land use. Alternatives B and C would result in negligible to minimal impacts to biological resources, including low-altitude over flights over estimated aplomado falcon historic range though only four falcons have been observed in the affected areas since 1992. Alternative D would increase low-altitude over flights of known or suspected habitat for federally listed threatened or endangered bird species, namely, peregrine falcon, Mexican spotted owl, and bald eagle. PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 99-0107D, Volume 23, Number 2 and 00-0156F, Volume 24, Number 2. JF - EPA number: 050483, 103 pages, November 10, 2005 PY - 2005 VL - 9 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Air Quality Assessments KW - Biologic Assessments KW - Birds KW - Buildings KW - Endangered Species (Animals) KW - Farmlands KW - Health Hazard Analyses KW - Land Management KW - Military Operations (Air Force) KW - Noise Assessments KW - Socioeconomic Assessments KW - Soils Surveys KW - Weapon Systems KW - Wildlife KW - Arizona KW - Barksdale Air Force Base KW - Dyess Air Force Base KW - New Mexico KW - Texas UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36374354?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.title=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Langley Air Force Base, Virginia; AF N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: November 10, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). [Part 11 of 13] T2 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). AN - 36370016; 060007D-050483_0011 AB - PURPOSE: The establishment of an Electronic Scoring Site (ESS) system is proposed to support realistic B-52 and B-1 bomber training operations within approximately 600 nautical miles of Barksdale and Dyess Air Force Bases (AFBs) in New Mexico and/or Texas. The Realistic Bomber Training Initiative proposed to establish linked military airspace and ground-based assets to support realistic training. Training airspace and ground-based assets would be arranged to provide a sequence of training activities that mirror combat missions. Currently, aircrews cannot conduct needed training without flying long distances, wasting valuable training time. Existing airspace and other training components closer to the affected AFBs lack realism and do not allow integrated training. Four alternatives, including a No Action Alternative (Alternative A), were considered in the final EIS of October 2005. Under the No Action Alternative bombers would continue to use existing airspace and existing ESSs at current levels. Action alternatives would involve changes in the structure and use of airspace; closure of ESSs at Harrison, Arkansas and La Junta, Colorado; and construction of 10 new emitter sites and two ESS sites. Airspace modifications would include creation of new airspace in some areas and elimination of airspace in others. Action alternatives B and C would lie almost wholly in western Texas, while Alternative D would be located in northeastern New Mexico. Alternatives B, C, and D would cover approximately 85, 80, and 90 percent of the existing airspace. Alternative B is both the Air Force's preferred alternative and the environmentally preferred alternative. This draft supplement to the final EIS, which responds to a U.S. Court of Appears (Fifth Circuit) opinion of October 12, 2004, addresses potential impacts to structures, vehicles, persons, wildlife, and livestock from aircraft wake vortices. POSITIVE IMPACTS: Action alternatives would allow B-52 and B-1 aircrews to receive needed combat training and maximize combat training time, helping to insure national and international security. The study conducted for the development of this draft supplement indicates that wake vortices from standard B-52 and B-1B low-altitude training flights fail to generate sufficient wind velocities to damage ground structures and vehicles or pose a hazard to people or animals on the surface, except under rare atmospheric conditions. NEGATIVE IMPACTS: Under the three action alternatives, impacts to airspace management, air safety, socioeconomics, environmental justice, cultural resources, and soil and water resources would be negligible to minimal. Aircraft noise would increase by one to 13 decibels in some parts of the proposed military training routes associated with Alternatives B and C, and to one 10 18 decibels in portions of the military training route for Alternative D. Alternatives B, C, and D would result in over flights of two, two, and 13 special use land management areas (e.g., state parks and wild and scenic rivers), respectively, exposing the affected areas to aircraft noise. Some prime farmland would be affected by any action alternative, although this would not constitute in irreversible change in land use. Alternatives B and C would result in negligible to minimal impacts to biological resources, including low-altitude over flights over estimated aplomado falcon historic range though only four falcons have been observed in the affected areas since 1992. Alternative D would increase low-altitude over flights of known or suspected habitat for federally listed threatened or endangered bird species, namely, peregrine falcon, Mexican spotted owl, and bald eagle. PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 99-0107D, Volume 23, Number 2 and 00-0156F, Volume 24, Number 2. JF - EPA number: 050483, 103 pages, November 10, 2005 PY - 2005 VL - 11 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Air Quality Assessments KW - Biologic Assessments KW - Birds KW - Buildings KW - Endangered Species (Animals) KW - Farmlands KW - Health Hazard Analyses KW - Land Management KW - Military Operations (Air Force) KW - Noise Assessments KW - Socioeconomic Assessments KW - Soils Surveys KW - Weapon Systems KW - Wildlife KW - Arizona KW - Barksdale Air Force Base KW - Dyess Air Force Base KW - New Mexico KW - Texas UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370016?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.title=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Langley Air Force Base, Virginia; AF N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: November 10, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). [Part 13 of 13] T2 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). AN - 36369342; 060007D-050483_0013 AB - PURPOSE: The establishment of an Electronic Scoring Site (ESS) system is proposed to support realistic B-52 and B-1 bomber training operations within approximately 600 nautical miles of Barksdale and Dyess Air Force Bases (AFBs) in New Mexico and/or Texas. The Realistic Bomber Training Initiative proposed to establish linked military airspace and ground-based assets to support realistic training. Training airspace and ground-based assets would be arranged to provide a sequence of training activities that mirror combat missions. Currently, aircrews cannot conduct needed training without flying long distances, wasting valuable training time. Existing airspace and other training components closer to the affected AFBs lack realism and do not allow integrated training. Four alternatives, including a No Action Alternative (Alternative A), were considered in the final EIS of October 2005. Under the No Action Alternative bombers would continue to use existing airspace and existing ESSs at current levels. Action alternatives would involve changes in the structure and use of airspace; closure of ESSs at Harrison, Arkansas and La Junta, Colorado; and construction of 10 new emitter sites and two ESS sites. Airspace modifications would include creation of new airspace in some areas and elimination of airspace in others. Action alternatives B and C would lie almost wholly in western Texas, while Alternative D would be located in northeastern New Mexico. Alternatives B, C, and D would cover approximately 85, 80, and 90 percent of the existing airspace. Alternative B is both the Air Force's preferred alternative and the environmentally preferred alternative. This draft supplement to the final EIS, which responds to a U.S. Court of Appears (Fifth Circuit) opinion of October 12, 2004, addresses potential impacts to structures, vehicles, persons, wildlife, and livestock from aircraft wake vortices. POSITIVE IMPACTS: Action alternatives would allow B-52 and B-1 aircrews to receive needed combat training and maximize combat training time, helping to insure national and international security. The study conducted for the development of this draft supplement indicates that wake vortices from standard B-52 and B-1B low-altitude training flights fail to generate sufficient wind velocities to damage ground structures and vehicles or pose a hazard to people or animals on the surface, except under rare atmospheric conditions. NEGATIVE IMPACTS: Under the three action alternatives, impacts to airspace management, air safety, socioeconomics, environmental justice, cultural resources, and soil and water resources would be negligible to minimal. Aircraft noise would increase by one to 13 decibels in some parts of the proposed military training routes associated with Alternatives B and C, and to one 10 18 decibels in portions of the military training route for Alternative D. Alternatives B, C, and D would result in over flights of two, two, and 13 special use land management areas (e.g., state parks and wild and scenic rivers), respectively, exposing the affected areas to aircraft noise. Some prime farmland would be affected by any action alternative, although this would not constitute in irreversible change in land use. Alternatives B and C would result in negligible to minimal impacts to biological resources, including low-altitude over flights over estimated aplomado falcon historic range though only four falcons have been observed in the affected areas since 1992. Alternative D would increase low-altitude over flights of known or suspected habitat for federally listed threatened or endangered bird species, namely, peregrine falcon, Mexican spotted owl, and bald eagle. PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 99-0107D, Volume 23, Number 2 and 00-0156F, Volume 24, Number 2. JF - EPA number: 050483, 103 pages, November 10, 2005 PY - 2005 VL - 13 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Air Quality Assessments KW - Biologic Assessments KW - Birds KW - Buildings KW - Endangered Species (Animals) KW - Farmlands KW - Health Hazard Analyses KW - Land Management KW - Military Operations (Air Force) KW - Noise Assessments KW - Socioeconomic Assessments KW - Soils Surveys KW - Weapon Systems KW - Wildlife KW - Arizona KW - Barksdale Air Force Base KW - Dyess Air Force Base KW - New Mexico KW - Texas UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369342?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.title=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Langley Air Force Base, Virginia; AF N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: November 10, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). [Part 8 of 13] T2 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). AN - 36368980; 060007D-050483_0008 AB - PURPOSE: The establishment of an Electronic Scoring Site (ESS) system is proposed to support realistic B-52 and B-1 bomber training operations within approximately 600 nautical miles of Barksdale and Dyess Air Force Bases (AFBs) in New Mexico and/or Texas. The Realistic Bomber Training Initiative proposed to establish linked military airspace and ground-based assets to support realistic training. Training airspace and ground-based assets would be arranged to provide a sequence of training activities that mirror combat missions. Currently, aircrews cannot conduct needed training without flying long distances, wasting valuable training time. Existing airspace and other training components closer to the affected AFBs lack realism and do not allow integrated training. Four alternatives, including a No Action Alternative (Alternative A), were considered in the final EIS of October 2005. Under the No Action Alternative bombers would continue to use existing airspace and existing ESSs at current levels. Action alternatives would involve changes in the structure and use of airspace; closure of ESSs at Harrison, Arkansas and La Junta, Colorado; and construction of 10 new emitter sites and two ESS sites. Airspace modifications would include creation of new airspace in some areas and elimination of airspace in others. Action alternatives B and C would lie almost wholly in western Texas, while Alternative D would be located in northeastern New Mexico. Alternatives B, C, and D would cover approximately 85, 80, and 90 percent of the existing airspace. Alternative B is both the Air Force's preferred alternative and the environmentally preferred alternative. This draft supplement to the final EIS, which responds to a U.S. Court of Appears (Fifth Circuit) opinion of October 12, 2004, addresses potential impacts to structures, vehicles, persons, wildlife, and livestock from aircraft wake vortices. POSITIVE IMPACTS: Action alternatives would allow B-52 and B-1 aircrews to receive needed combat training and maximize combat training time, helping to insure national and international security. The study conducted for the development of this draft supplement indicates that wake vortices from standard B-52 and B-1B low-altitude training flights fail to generate sufficient wind velocities to damage ground structures and vehicles or pose a hazard to people or animals on the surface, except under rare atmospheric conditions. NEGATIVE IMPACTS: Under the three action alternatives, impacts to airspace management, air safety, socioeconomics, environmental justice, cultural resources, and soil and water resources would be negligible to minimal. Aircraft noise would increase by one to 13 decibels in some parts of the proposed military training routes associated with Alternatives B and C, and to one 10 18 decibels in portions of the military training route for Alternative D. Alternatives B, C, and D would result in over flights of two, two, and 13 special use land management areas (e.g., state parks and wild and scenic rivers), respectively, exposing the affected areas to aircraft noise. Some prime farmland would be affected by any action alternative, although this would not constitute in irreversible change in land use. Alternatives B and C would result in negligible to minimal impacts to biological resources, including low-altitude over flights over estimated aplomado falcon historic range though only four falcons have been observed in the affected areas since 1992. Alternative D would increase low-altitude over flights of known or suspected habitat for federally listed threatened or endangered bird species, namely, peregrine falcon, Mexican spotted owl, and bald eagle. PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 99-0107D, Volume 23, Number 2 and 00-0156F, Volume 24, Number 2. JF - EPA number: 050483, 103 pages, November 10, 2005 PY - 2005 VL - 8 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Air Quality Assessments KW - Biologic Assessments KW - Birds KW - Buildings KW - Endangered Species (Animals) KW - Farmlands KW - Health Hazard Analyses KW - Land Management KW - Military Operations (Air Force) KW - Noise Assessments KW - Socioeconomic Assessments KW - Soils Surveys KW - Weapon Systems KW - Wildlife KW - Arizona KW - Barksdale Air Force Base KW - Dyess Air Force Base KW - New Mexico KW - Texas UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368980?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.title=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Langley Air Force Base, Virginia; AF N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: November 10, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). [Part 12 of 13] T2 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). AN - 36368614; 060007D-050483_0012 AB - PURPOSE: The establishment of an Electronic Scoring Site (ESS) system is proposed to support realistic B-52 and B-1 bomber training operations within approximately 600 nautical miles of Barksdale and Dyess Air Force Bases (AFBs) in New Mexico and/or Texas. The Realistic Bomber Training Initiative proposed to establish linked military airspace and ground-based assets to support realistic training. Training airspace and ground-based assets would be arranged to provide a sequence of training activities that mirror combat missions. Currently, aircrews cannot conduct needed training without flying long distances, wasting valuable training time. Existing airspace and other training components closer to the affected AFBs lack realism and do not allow integrated training. Four alternatives, including a No Action Alternative (Alternative A), were considered in the final EIS of October 2005. Under the No Action Alternative bombers would continue to use existing airspace and existing ESSs at current levels. Action alternatives would involve changes in the structure and use of airspace; closure of ESSs at Harrison, Arkansas and La Junta, Colorado; and construction of 10 new emitter sites and two ESS sites. Airspace modifications would include creation of new airspace in some areas and elimination of airspace in others. Action alternatives B and C would lie almost wholly in western Texas, while Alternative D would be located in northeastern New Mexico. Alternatives B, C, and D would cover approximately 85, 80, and 90 percent of the existing airspace. Alternative B is both the Air Force's preferred alternative and the environmentally preferred alternative. This draft supplement to the final EIS, which responds to a U.S. Court of Appears (Fifth Circuit) opinion of October 12, 2004, addresses potential impacts to structures, vehicles, persons, wildlife, and livestock from aircraft wake vortices. POSITIVE IMPACTS: Action alternatives would allow B-52 and B-1 aircrews to receive needed combat training and maximize combat training time, helping to insure national and international security. The study conducted for the development of this draft supplement indicates that wake vortices from standard B-52 and B-1B low-altitude training flights fail to generate sufficient wind velocities to damage ground structures and vehicles or pose a hazard to people or animals on the surface, except under rare atmospheric conditions. NEGATIVE IMPACTS: Under the three action alternatives, impacts to airspace management, air safety, socioeconomics, environmental justice, cultural resources, and soil and water resources would be negligible to minimal. Aircraft noise would increase by one to 13 decibels in some parts of the proposed military training routes associated with Alternatives B and C, and to one 10 18 decibels in portions of the military training route for Alternative D. Alternatives B, C, and D would result in over flights of two, two, and 13 special use land management areas (e.g., state parks and wild and scenic rivers), respectively, exposing the affected areas to aircraft noise. Some prime farmland would be affected by any action alternative, although this would not constitute in irreversible change in land use. Alternatives B and C would result in negligible to minimal impacts to biological resources, including low-altitude over flights over estimated aplomado falcon historic range though only four falcons have been observed in the affected areas since 1992. Alternative D would increase low-altitude over flights of known or suspected habitat for federally listed threatened or endangered bird species, namely, peregrine falcon, Mexican spotted owl, and bald eagle. PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 99-0107D, Volume 23, Number 2 and 00-0156F, Volume 24, Number 2. JF - EPA number: 050483, 103 pages, November 10, 2005 PY - 2005 VL - 12 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Air Quality Assessments KW - Biologic Assessments KW - Birds KW - Buildings KW - Endangered Species (Animals) KW - Farmlands KW - Health Hazard Analyses KW - Land Management KW - Military Operations (Air Force) KW - Noise Assessments KW - Socioeconomic Assessments KW - Soils Surveys KW - Weapon Systems KW - Wildlife KW - Arizona KW - Barksdale Air Force Base KW - Dyess Air Force Base KW - New Mexico KW - Texas UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368614?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.title=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Langley Air Force Base, Virginia; AF N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: November 10, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). [Part 4 of 13] T2 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). AN - 36368187; 060007D-050483_0004 AB - PURPOSE: The establishment of an Electronic Scoring Site (ESS) system is proposed to support realistic B-52 and B-1 bomber training operations within approximately 600 nautical miles of Barksdale and Dyess Air Force Bases (AFBs) in New Mexico and/or Texas. The Realistic Bomber Training Initiative proposed to establish linked military airspace and ground-based assets to support realistic training. Training airspace and ground-based assets would be arranged to provide a sequence of training activities that mirror combat missions. Currently, aircrews cannot conduct needed training without flying long distances, wasting valuable training time. Existing airspace and other training components closer to the affected AFBs lack realism and do not allow integrated training. Four alternatives, including a No Action Alternative (Alternative A), were considered in the final EIS of October 2005. Under the No Action Alternative bombers would continue to use existing airspace and existing ESSs at current levels. Action alternatives would involve changes in the structure and use of airspace; closure of ESSs at Harrison, Arkansas and La Junta, Colorado; and construction of 10 new emitter sites and two ESS sites. Airspace modifications would include creation of new airspace in some areas and elimination of airspace in others. Action alternatives B and C would lie almost wholly in western Texas, while Alternative D would be located in northeastern New Mexico. Alternatives B, C, and D would cover approximately 85, 80, and 90 percent of the existing airspace. Alternative B is both the Air Force's preferred alternative and the environmentally preferred alternative. This draft supplement to the final EIS, which responds to a U.S. Court of Appears (Fifth Circuit) opinion of October 12, 2004, addresses potential impacts to structures, vehicles, persons, wildlife, and livestock from aircraft wake vortices. POSITIVE IMPACTS: Action alternatives would allow B-52 and B-1 aircrews to receive needed combat training and maximize combat training time, helping to insure national and international security. The study conducted for the development of this draft supplement indicates that wake vortices from standard B-52 and B-1B low-altitude training flights fail to generate sufficient wind velocities to damage ground structures and vehicles or pose a hazard to people or animals on the surface, except under rare atmospheric conditions. NEGATIVE IMPACTS: Under the three action alternatives, impacts to airspace management, air safety, socioeconomics, environmental justice, cultural resources, and soil and water resources would be negligible to minimal. Aircraft noise would increase by one to 13 decibels in some parts of the proposed military training routes associated with Alternatives B and C, and to one 10 18 decibels in portions of the military training route for Alternative D. Alternatives B, C, and D would result in over flights of two, two, and 13 special use land management areas (e.g., state parks and wild and scenic rivers), respectively, exposing the affected areas to aircraft noise. Some prime farmland would be affected by any action alternative, although this would not constitute in irreversible change in land use. Alternatives B and C would result in negligible to minimal impacts to biological resources, including low-altitude over flights over estimated aplomado falcon historic range though only four falcons have been observed in the affected areas since 1992. Alternative D would increase low-altitude over flights of known or suspected habitat for federally listed threatened or endangered bird species, namely, peregrine falcon, Mexican spotted owl, and bald eagle. PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 99-0107D, Volume 23, Number 2 and 00-0156F, Volume 24, Number 2. JF - EPA number: 050483, 103 pages, November 10, 2005 PY - 2005 VL - 4 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Air Quality Assessments KW - Biologic Assessments KW - Birds KW - Buildings KW - Endangered Species (Animals) KW - Farmlands KW - Health Hazard Analyses KW - Land Management KW - Military Operations (Air Force) KW - Noise Assessments KW - Socioeconomic Assessments KW - Soils Surveys KW - Weapon Systems KW - Wildlife KW - Arizona KW - Barksdale Air Force Base KW - Dyess Air Force Base KW - New Mexico KW - Texas UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368187?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.title=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Langley Air Force Base, Virginia; AF N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: November 10, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). [Part 3 of 13] T2 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). AN - 36367970; 060007D-050483_0003 AB - PURPOSE: The establishment of an Electronic Scoring Site (ESS) system is proposed to support realistic B-52 and B-1 bomber training operations within approximately 600 nautical miles of Barksdale and Dyess Air Force Bases (AFBs) in New Mexico and/or Texas. The Realistic Bomber Training Initiative proposed to establish linked military airspace and ground-based assets to support realistic training. Training airspace and ground-based assets would be arranged to provide a sequence of training activities that mirror combat missions. Currently, aircrews cannot conduct needed training without flying long distances, wasting valuable training time. Existing airspace and other training components closer to the affected AFBs lack realism and do not allow integrated training. Four alternatives, including a No Action Alternative (Alternative A), were considered in the final EIS of October 2005. Under the No Action Alternative bombers would continue to use existing airspace and existing ESSs at current levels. Action alternatives would involve changes in the structure and use of airspace; closure of ESSs at Harrison, Arkansas and La Junta, Colorado; and construction of 10 new emitter sites and two ESS sites. Airspace modifications would include creation of new airspace in some areas and elimination of airspace in others. Action alternatives B and C would lie almost wholly in western Texas, while Alternative D would be located in northeastern New Mexico. Alternatives B, C, and D would cover approximately 85, 80, and 90 percent of the existing airspace. Alternative B is both the Air Force's preferred alternative and the environmentally preferred alternative. This draft supplement to the final EIS, which responds to a U.S. Court of Appears (Fifth Circuit) opinion of October 12, 2004, addresses potential impacts to structures, vehicles, persons, wildlife, and livestock from aircraft wake vortices. POSITIVE IMPACTS: Action alternatives would allow B-52 and B-1 aircrews to receive needed combat training and maximize combat training time, helping to insure national and international security. The study conducted for the development of this draft supplement indicates that wake vortices from standard B-52 and B-1B low-altitude training flights fail to generate sufficient wind velocities to damage ground structures and vehicles or pose a hazard to people or animals on the surface, except under rare atmospheric conditions. NEGATIVE IMPACTS: Under the three action alternatives, impacts to airspace management, air safety, socioeconomics, environmental justice, cultural resources, and soil and water resources would be negligible to minimal. Aircraft noise would increase by one to 13 decibels in some parts of the proposed military training routes associated with Alternatives B and C, and to one 10 18 decibels in portions of the military training route for Alternative D. Alternatives B, C, and D would result in over flights of two, two, and 13 special use land management areas (e.g., state parks and wild and scenic rivers), respectively, exposing the affected areas to aircraft noise. Some prime farmland would be affected by any action alternative, although this would not constitute in irreversible change in land use. Alternatives B and C would result in negligible to minimal impacts to biological resources, including low-altitude over flights over estimated aplomado falcon historic range though only four falcons have been observed in the affected areas since 1992. Alternative D would increase low-altitude over flights of known or suspected habitat for federally listed threatened or endangered bird species, namely, peregrine falcon, Mexican spotted owl, and bald eagle. PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 99-0107D, Volume 23, Number 2 and 00-0156F, Volume 24, Number 2. JF - EPA number: 050483, 103 pages, November 10, 2005 PY - 2005 VL - 3 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Air Quality Assessments KW - Biologic Assessments KW - Birds KW - Buildings KW - Endangered Species (Animals) KW - Farmlands KW - Health Hazard Analyses KW - Land Management KW - Military Operations (Air Force) KW - Noise Assessments KW - Socioeconomic Assessments KW - Soils Surveys KW - Weapon Systems KW - Wildlife KW - Arizona KW - Barksdale Air Force Base KW - Dyess Air Force Base KW - New Mexico KW - Texas UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367970?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.title=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Langley Air Force Base, Virginia; AF N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: November 10, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). [Part 1 of 13] T2 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). AN - 36367927; 060007D-050483_0001 AB - PURPOSE: The establishment of an Electronic Scoring Site (ESS) system is proposed to support realistic B-52 and B-1 bomber training operations within approximately 600 nautical miles of Barksdale and Dyess Air Force Bases (AFBs) in New Mexico and/or Texas. The Realistic Bomber Training Initiative proposed to establish linked military airspace and ground-based assets to support realistic training. Training airspace and ground-based assets would be arranged to provide a sequence of training activities that mirror combat missions. Currently, aircrews cannot conduct needed training without flying long distances, wasting valuable training time. Existing airspace and other training components closer to the affected AFBs lack realism and do not allow integrated training. Four alternatives, including a No Action Alternative (Alternative A), were considered in the final EIS of October 2005. Under the No Action Alternative bombers would continue to use existing airspace and existing ESSs at current levels. Action alternatives would involve changes in the structure and use of airspace; closure of ESSs at Harrison, Arkansas and La Junta, Colorado; and construction of 10 new emitter sites and two ESS sites. Airspace modifications would include creation of new airspace in some areas and elimination of airspace in others. Action alternatives B and C would lie almost wholly in western Texas, while Alternative D would be located in northeastern New Mexico. Alternatives B, C, and D would cover approximately 85, 80, and 90 percent of the existing airspace. Alternative B is both the Air Force's preferred alternative and the environmentally preferred alternative. This draft supplement to the final EIS, which responds to a U.S. Court of Appears (Fifth Circuit) opinion of October 12, 2004, addresses potential impacts to structures, vehicles, persons, wildlife, and livestock from aircraft wake vortices. POSITIVE IMPACTS: Action alternatives would allow B-52 and B-1 aircrews to receive needed combat training and maximize combat training time, helping to insure national and international security. The study conducted for the development of this draft supplement indicates that wake vortices from standard B-52 and B-1B low-altitude training flights fail to generate sufficient wind velocities to damage ground structures and vehicles or pose a hazard to people or animals on the surface, except under rare atmospheric conditions. NEGATIVE IMPACTS: Under the three action alternatives, impacts to airspace management, air safety, socioeconomics, environmental justice, cultural resources, and soil and water resources would be negligible to minimal. Aircraft noise would increase by one to 13 decibels in some parts of the proposed military training routes associated with Alternatives B and C, and to one 10 18 decibels in portions of the military training route for Alternative D. Alternatives B, C, and D would result in over flights of two, two, and 13 special use land management areas (e.g., state parks and wild and scenic rivers), respectively, exposing the affected areas to aircraft noise. Some prime farmland would be affected by any action alternative, although this would not constitute in irreversible change in land use. Alternatives B and C would result in negligible to minimal impacts to biological resources, including low-altitude over flights over estimated aplomado falcon historic range though only four falcons have been observed in the affected areas since 1992. Alternative D would increase low-altitude over flights of known or suspected habitat for federally listed threatened or endangered bird species, namely, peregrine falcon, Mexican spotted owl, and bald eagle. PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 99-0107D, Volume 23, Number 2 and 00-0156F, Volume 24, Number 2. JF - EPA number: 050483, 103 pages, November 10, 2005 PY - 2005 VL - 1 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Air Quality Assessments KW - Biologic Assessments KW - Birds KW - Buildings KW - Endangered Species (Animals) KW - Farmlands KW - Health Hazard Analyses KW - Land Management KW - Military Operations (Air Force) KW - Noise Assessments KW - Socioeconomic Assessments KW - Soils Surveys KW - Weapon Systems KW - Wildlife KW - Arizona KW - Barksdale Air Force Base KW - Dyess Air Force Base KW - New Mexico KW - Texas UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367927?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.title=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Langley Air Force Base, Virginia; AF N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: November 10, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - REALISTIC BOMBER TRAINING INITIATIVE, BARKSDALE AND DYESS AIR FORCE BASES, ARIZONA, NEW MEXICO, AND TEXAS (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2000). AN - 16352568; 11798 AB - PURPOSE: The establishment of an Electronic Scoring Site (ESS) system is proposed to support realistic B-52 and B-1 bomber training operations within approximately 600 nautical miles of Barksdale and Dyess Air Force Bases (AFBs) in New Mexico and/or Texas. The Realistic Bomber Training Initiative proposed to establish linked military airspace and ground-based assets to support realistic training. Training airspace and ground-based assets would be arranged to provide a sequence of training activities that mirror combat missions. Currently, aircrews cannot conduct needed training without flying long distances, wasting valuable training time. Existing airspace and other training components closer to the affected AFBs lack realism and do not allow integrated training. Four alternatives, including a No Action Alternative (Alternative A), were considered in the final EIS of October 2005. Under the No Action Alternative bombers would continue to use existing airspace and existing ESSs at current levels. Action alternatives would involve changes in the structure and use of airspace; closure of ESSs at Harrison, Arkansas and La Junta, Colorado; and construction of 10 new emitter sites and two ESS sites. Airspace modifications would include creation of new airspace in some areas and elimination of airspace in others. Action alternatives B and C would lie almost wholly in western Texas, while Alternative D would be located in northeastern New Mexico. Alternatives B, C, and D would cover approximately 85, 80, and 90 percent of the existing airspace. Alternative B is both the Air Force's preferred alternative and the environmentally preferred alternative. This draft supplement to the final EIS, which responds to a U.S. Court of Appears (Fifth Circuit) opinion of October 12, 2004, addresses potential impacts to structures, vehicles, persons, wildlife, and livestock from aircraft wake vortices. POSITIVE IMPACTS: Action alternatives would allow B-52 and B-1 aircrews to receive needed combat training and maximize combat training time, helping to insure national and international security. The study conducted for the development of this draft supplement indicates that wake vortices from standard B-52 and B-1B low-altitude training flights fail to generate sufficient wind velocities to damage ground structures and vehicles or pose a hazard to people or animals on the surface, except under rare atmospheric conditions. NEGATIVE IMPACTS: Under the three action alternatives, impacts to airspace management, air safety, socioeconomics, environmental justice, cultural resources, and soil and water resources would be negligible to minimal. Aircraft noise would increase by one to 13 decibels in some parts of the proposed military training routes associated with Alternatives B and C, and to one 10 18 decibels in portions of the military training route for Alternative D. Alternatives B, C, and D would result in over flights of two, two, and 13 special use land management areas (e.g., state parks and wild and scenic rivers), respectively, exposing the affected areas to aircraft noise. Some prime farmland would be affected by any action alternative, although this would not constitute in irreversible change in land use. Alternatives B and C would result in negligible to minimal impacts to biological resources, including low-altitude over flights over estimated aplomado falcon historic range though only four falcons have been observed in the affected areas since 1992. Alternative D would increase low-altitude over flights of known or suspected habitat for federally listed threatened or endangered bird species, namely, peregrine falcon, Mexican spotted owl, and bald eagle. PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 99-0107D, Volume 23, Number 2 and 00-0156F, Volume 24, Number 2. JF - EPA number: 050483, 103 pages, November 10, 2005 PY - 2005 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Air Quality Assessments KW - Biologic Assessments KW - Birds KW - Buildings KW - Endangered Species (Animals) KW - Farmlands KW - Health Hazard Analyses KW - Land Management KW - Military Operations (Air Force) KW - Noise Assessments KW - Socioeconomic Assessments KW - Soils Surveys KW - Weapon Systems KW - Wildlife KW - Arizona KW - Barksdale Air Force Base KW - Dyess Air Force Base KW - New Mexico KW - Texas UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16352568?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.title=REALISTIC+BOMBER+TRAINING+INITIATIVE%2C+BARKSDALE+AND+DYESS+AIR+FORCE+BASES%2C+ARIZONA%2C+NEW+MEXICO%2C+AND+TEXAS+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Langley Air Force Base, Virginia; AF N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 10, 2005 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - ST. LOUIS METRO SOUTH METROLINK EXTENSION, CITY OF ST. LOUIS AND ST. LOUIS COUNTY, MISSOURI. [Part 1 of 5] T2 - ST. LOUIS METRO SOUTH METROLINK EXTENSION, CITY OF ST. LOUIS AND ST. LOUIS COUNTY, MISSOURI. AN - 36378937; 11796-050481_0001 AB - PURPOSE: The construction and operation of the Metro South Extension of the MetroLink Light Rail Transit (LRT) System into south St. Louis County, Missouri are proposed. The Metro South area encompasses 64 square miles of predominantly unincorporated St. Louis County and a portion of the city of St. Louis along the River Des Peres. The proposed project is an improvement to the transportation system of the city of St. Louis County for which the East-West Council of Governments may seek federal transit assistance. A full range of modal alternatives for the Metro South corridor was studies during the Cross-County Major Transportation Investment Analysis in 1995-1997. In September of 1997, the Council of Governments board of directors selected an LRT extension to central and southern St. Louis County. The Cross-County extension to mid-county is now under construction. Five alternatives, including a No-Build Alternative and a transportation systems management alternative, are considered for the South Metro project in this draft EIS. POSITIVE IMPACTS: The proposed extension would improve access to the Metro South study area by providing convenient, reliably, high-frequency public transit. Access to employment centers would be enhanced, and travel times would decline significantly. The extension would foster well-planned, sustainable development, and the user of transit would help preserve the character of neighborhoods and communities and reduce air pollutant emissions and transportation energy consumption. Economic benefits would range from $5.0 million to $30 million per year, depending on the alternative chosen. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of 20 residences and 11 to 24 businesses, and some more extensive community disruption would be expected. Historical and archaeological properties potentially eligible for inclusion in the National Register of Historic Places could be affected, and 1.7 to more than eight acres of land would be taken from River Des Peres Park. In addition, two alternatives would cross the Grant's Trail bike path. Up to 64 residences would be subject to LRT operational noise levels in excess of federal standards, and up to 528 properties would be affected by excessive vibration. A number of small streams would be traversed by the LRT line, and as much as 13 acres of floodplain could be displaced. Hazardous waste sites would be encountered during construction. LRT structures would mar visual aesthetics in some areas. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 050481, 291 pages, November 9, 2005 PY - 2005 VL - 1 KW - Roads and Railroads KW - Archaeological Sites KW - Floodplains KW - Hazardous Wastes KW - Historic Sites KW - Impact Assessment Methodology KW - Noise Assessments KW - Parks KW - Rapid Transit Systems KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Transportation Surveys KW - Visual Resources KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378937?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ST.+LOUIS+METRO+SOUTH+METROLINK+EXTENSION%2C+CITY+OF+ST.+LOUIS+AND+ST.+LOUIS+COUNTY%2C+MISSOURI.&rft.title=ST.+LOUIS+METRO+SOUTH+METROLINK+EXTENSION%2C+CITY+OF+ST.+LOUIS+AND+ST.+LOUIS+COUNTY%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Kansas City, Missouri; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 9, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ST. LOUIS METRO SOUTH METROLINK EXTENSION, CITY OF ST. LOUIS AND ST. LOUIS COUNTY, MISSOURI. [Part 2 of 5] T2 - ST. LOUIS METRO SOUTH METROLINK EXTENSION, CITY OF ST. LOUIS AND ST. LOUIS COUNTY, MISSOURI. AN - 36378620; 11796-050481_0002 AB - PURPOSE: The construction and operation of the Metro South Extension of the MetroLink Light Rail Transit (LRT) System into south St. Louis County, Missouri are proposed. The Metro South area encompasses 64 square miles of predominantly unincorporated St. Louis County and a portion of the city of St. Louis along the River Des Peres. The proposed project is an improvement to the transportation system of the city of St. Louis County for which the East-West Council of Governments may seek federal transit assistance. A full range of modal alternatives for the Metro South corridor was studies during the Cross-County Major Transportation Investment Analysis in 1995-1997. In September of 1997, the Council of Governments board of directors selected an LRT extension to central and southern St. Louis County. The Cross-County extension to mid-county is now under construction. Five alternatives, including a No-Build Alternative and a transportation systems management alternative, are considered for the South Metro project in this draft EIS. POSITIVE IMPACTS: The proposed extension would improve access to the Metro South study area by providing convenient, reliably, high-frequency public transit. Access to employment centers would be enhanced, and travel times would decline significantly. The extension would foster well-planned, sustainable development, and the user of transit would help preserve the character of neighborhoods and communities and reduce air pollutant emissions and transportation energy consumption. Economic benefits would range from $5.0 million to $30 million per year, depending on the alternative chosen. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of 20 residences and 11 to 24 businesses, and some more extensive community disruption would be expected. Historical and archaeological properties potentially eligible for inclusion in the National Register of Historic Places could be affected, and 1.7 to more than eight acres of land would be taken from River Des Peres Park. In addition, two alternatives would cross the Grant's Trail bike path. Up to 64 residences would be subject to LRT operational noise levels in excess of federal standards, and up to 528 properties would be affected by excessive vibration. A number of small streams would be traversed by the LRT line, and as much as 13 acres of floodplain could be displaced. Hazardous waste sites would be encountered during construction. LRT structures would mar visual aesthetics in some areas. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 050481, 291 pages, November 9, 2005 PY - 2005 VL - 2 KW - Roads and Railroads KW - Archaeological Sites KW - Floodplains KW - Hazardous Wastes KW - Historic Sites KW - Impact Assessment Methodology KW - Noise Assessments KW - Parks KW - Rapid Transit Systems KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Transportation Surveys KW - Visual Resources KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378620?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ST.+LOUIS+METRO+SOUTH+METROLINK+EXTENSION%2C+CITY+OF+ST.+LOUIS+AND+ST.+LOUIS+COUNTY%2C+MISSOURI.&rft.title=ST.+LOUIS+METRO+SOUTH+METROLINK+EXTENSION%2C+CITY+OF+ST.+LOUIS+AND+ST.+LOUIS+COUNTY%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Kansas City, Missouri; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 9, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ST. LOUIS METRO SOUTH METROLINK EXTENSION, CITY OF ST. LOUIS AND ST. LOUIS COUNTY, MISSOURI. [Part 5 of 5] T2 - ST. LOUIS METRO SOUTH METROLINK EXTENSION, CITY OF ST. LOUIS AND ST. LOUIS COUNTY, MISSOURI. AN - 36377978; 11796-050481_0005 AB - PURPOSE: The construction and operation of the Metro South Extension of the MetroLink Light Rail Transit (LRT) System into south St. Louis County, Missouri are proposed. The Metro South area encompasses 64 square miles of predominantly unincorporated St. Louis County and a portion of the city of St. Louis along the River Des Peres. The proposed project is an improvement to the transportation system of the city of St. Louis County for which the East-West Council of Governments may seek federal transit assistance. A full range of modal alternatives for the Metro South corridor was studies during the Cross-County Major Transportation Investment Analysis in 1995-1997. In September of 1997, the Council of Governments board of directors selected an LRT extension to central and southern St. Louis County. The Cross-County extension to mid-county is now under construction. Five alternatives, including a No-Build Alternative and a transportation systems management alternative, are considered for the South Metro project in this draft EIS. POSITIVE IMPACTS: The proposed extension would improve access to the Metro South study area by providing convenient, reliably, high-frequency public transit. Access to employment centers would be enhanced, and travel times would decline significantly. The extension would foster well-planned, sustainable development, and the user of transit would help preserve the character of neighborhoods and communities and reduce air pollutant emissions and transportation energy consumption. Economic benefits would range from $5.0 million to $30 million per year, depending on the alternative chosen. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of 20 residences and 11 to 24 businesses, and some more extensive community disruption would be expected. Historical and archaeological properties potentially eligible for inclusion in the National Register of Historic Places could be affected, and 1.7 to more than eight acres of land would be taken from River Des Peres Park. In addition, two alternatives would cross the Grant's Trail bike path. Up to 64 residences would be subject to LRT operational noise levels in excess of federal standards, and up to 528 properties would be affected by excessive vibration. A number of small streams would be traversed by the LRT line, and as much as 13 acres of floodplain could be displaced. Hazardous waste sites would be encountered during construction. LRT structures would mar visual aesthetics in some areas. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 050481, 291 pages, November 9, 2005 PY - 2005 VL - 5 KW - Roads and Railroads KW - Archaeological Sites KW - Floodplains KW - Hazardous Wastes KW - Historic Sites KW - Impact Assessment Methodology KW - Noise Assessments KW - Parks KW - Rapid Transit Systems KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Transportation Surveys KW - Visual Resources KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36377978?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ST.+LOUIS+METRO+SOUTH+METROLINK+EXTENSION%2C+CITY+OF+ST.+LOUIS+AND+ST.+LOUIS+COUNTY%2C+MISSOURI.&rft.title=ST.+LOUIS+METRO+SOUTH+METROLINK+EXTENSION%2C+CITY+OF+ST.+LOUIS+AND+ST.+LOUIS+COUNTY%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Kansas City, Missouri; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 9, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ST. LOUIS METRO SOUTH METROLINK EXTENSION, CITY OF ST. LOUIS AND ST. LOUIS COUNTY, MISSOURI. [Part 4 of 5] T2 - ST. LOUIS METRO SOUTH METROLINK EXTENSION, CITY OF ST. LOUIS AND ST. LOUIS COUNTY, MISSOURI. AN - 36377930; 11796-050481_0004 AB - PURPOSE: The construction and operation of the Metro South Extension of the MetroLink Light Rail Transit (LRT) System into south St. Louis County, Missouri are proposed. The Metro South area encompasses 64 square miles of predominantly unincorporated St. Louis County and a portion of the city of St. Louis along the River Des Peres. The proposed project is an improvement to the transportation system of the city of St. Louis County for which the East-West Council of Governments may seek federal transit assistance. A full range of modal alternatives for the Metro South corridor was studies during the Cross-County Major Transportation Investment Analysis in 1995-1997. In September of 1997, the Council of Governments board of directors selected an LRT extension to central and southern St. Louis County. The Cross-County extension to mid-county is now under construction. Five alternatives, including a No-Build Alternative and a transportation systems management alternative, are considered for the South Metro project in this draft EIS. POSITIVE IMPACTS: The proposed extension would improve access to the Metro South study area by providing convenient, reliably, high-frequency public transit. Access to employment centers would be enhanced, and travel times would decline significantly. The extension would foster well-planned, sustainable development, and the user of transit would help preserve the character of neighborhoods and communities and reduce air pollutant emissions and transportation energy consumption. Economic benefits would range from $5.0 million to $30 million per year, depending on the alternative chosen. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of 20 residences and 11 to 24 businesses, and some more extensive community disruption would be expected. Historical and archaeological properties potentially eligible for inclusion in the National Register of Historic Places could be affected, and 1.7 to more than eight acres of land would be taken from River Des Peres Park. In addition, two alternatives would cross the Grant's Trail bike path. Up to 64 residences would be subject to LRT operational noise levels in excess of federal standards, and up to 528 properties would be affected by excessive vibration. A number of small streams would be traversed by the LRT line, and as much as 13 acres of floodplain could be displaced. Hazardous waste sites would be encountered during construction. LRT structures would mar visual aesthetics in some areas. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 050481, 291 pages, November 9, 2005 PY - 2005 VL - 4 KW - Roads and Railroads KW - Archaeological Sites KW - Floodplains KW - Hazardous Wastes KW - Historic Sites KW - Impact Assessment Methodology KW - Noise Assessments KW - Parks KW - Rapid Transit Systems KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Transportation Surveys KW - Visual Resources KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36377930?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ST.+LOUIS+METRO+SOUTH+METROLINK+EXTENSION%2C+CITY+OF+ST.+LOUIS+AND+ST.+LOUIS+COUNTY%2C+MISSOURI.&rft.title=ST.+LOUIS+METRO+SOUTH+METROLINK+EXTENSION%2C+CITY+OF+ST.+LOUIS+AND+ST.+LOUIS+COUNTY%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Kansas City, Missouri; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 9, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ST. LOUIS METRO SOUTH METROLINK EXTENSION, CITY OF ST. LOUIS AND ST. LOUIS COUNTY, MISSOURI. [Part 3 of 5] T2 - ST. LOUIS METRO SOUTH METROLINK EXTENSION, CITY OF ST. LOUIS AND ST. LOUIS COUNTY, MISSOURI. AN - 36375120; 11796-050481_0003 AB - PURPOSE: The construction and operation of the Metro South Extension of the MetroLink Light Rail Transit (LRT) System into south St. Louis County, Missouri are proposed. The Metro South area encompasses 64 square miles of predominantly unincorporated St. Louis County and a portion of the city of St. Louis along the River Des Peres. The proposed project is an improvement to the transportation system of the city of St. Louis County for which the East-West Council of Governments may seek federal transit assistance. A full range of modal alternatives for the Metro South corridor was studies during the Cross-County Major Transportation Investment Analysis in 1995-1997. In September of 1997, the Council of Governments board of directors selected an LRT extension to central and southern St. Louis County. The Cross-County extension to mid-county is now under construction. Five alternatives, including a No-Build Alternative and a transportation systems management alternative, are considered for the South Metro project in this draft EIS. POSITIVE IMPACTS: The proposed extension would improve access to the Metro South study area by providing convenient, reliably, high-frequency public transit. Access to employment centers would be enhanced, and travel times would decline significantly. The extension would foster well-planned, sustainable development, and the user of transit would help preserve the character of neighborhoods and communities and reduce air pollutant emissions and transportation energy consumption. Economic benefits would range from $5.0 million to $30 million per year, depending on the alternative chosen. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of 20 residences and 11 to 24 businesses, and some more extensive community disruption would be expected. Historical and archaeological properties potentially eligible for inclusion in the National Register of Historic Places could be affected, and 1.7 to more than eight acres of land would be taken from River Des Peres Park. In addition, two alternatives would cross the Grant's Trail bike path. Up to 64 residences would be subject to LRT operational noise levels in excess of federal standards, and up to 528 properties would be affected by excessive vibration. A number of small streams would be traversed by the LRT line, and as much as 13 acres of floodplain could be displaced. Hazardous waste sites would be encountered during construction. LRT structures would mar visual aesthetics in some areas. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 050481, 291 pages, November 9, 2005 PY - 2005 VL - 3 KW - Roads and Railroads KW - Archaeological Sites KW - Floodplains KW - Hazardous Wastes KW - Historic Sites KW - Impact Assessment Methodology KW - Noise Assessments KW - Parks KW - Rapid Transit Systems KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Transportation Surveys KW - Visual Resources KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36375120?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ST.+LOUIS+METRO+SOUTH+METROLINK+EXTENSION%2C+CITY+OF+ST.+LOUIS+AND+ST.+LOUIS+COUNTY%2C+MISSOURI.&rft.title=ST.+LOUIS+METRO+SOUTH+METROLINK+EXTENSION%2C+CITY+OF+ST.+LOUIS+AND+ST.+LOUIS+COUNTY%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Kansas City, Missouri; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 9, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - ST. LOUIS METRO SOUTH METROLINK EXTENSION, CITY OF ST. LOUIS AND ST. LOUIS COUNTY, MISSOURI. AN - 16354702; 11796 AB - PURPOSE: The construction and operation of the Metro South Extension of the MetroLink Light Rail Transit (LRT) System into south St. Louis County, Missouri are proposed. The Metro South area encompasses 64 square miles of predominantly unincorporated St. Louis County and a portion of the city of St. Louis along the River Des Peres. The proposed project is an improvement to the transportation system of the city of St. Louis County for which the East-West Council of Governments may seek federal transit assistance. A full range of modal alternatives for the Metro South corridor was studies during the Cross-County Major Transportation Investment Analysis in 1995-1997. In September of 1997, the Council of Governments board of directors selected an LRT extension to central and southern St. Louis County. The Cross-County extension to mid-county is now under construction. Five alternatives, including a No-Build Alternative and a transportation systems management alternative, are considered for the South Metro project in this draft EIS. POSITIVE IMPACTS: The proposed extension would improve access to the Metro South study area by providing convenient, reliably, high-frequency public transit. Access to employment centers would be enhanced, and travel times would decline significantly. The extension would foster well-planned, sustainable development, and the user of transit would help preserve the character of neighborhoods and communities and reduce air pollutant emissions and transportation energy consumption. Economic benefits would range from $5.0 million to $30 million per year, depending on the alternative chosen. NEGATIVE IMPACTS: Rights-of-way requirements could result in the displacement of 20 residences and 11 to 24 businesses, and some more extensive community disruption would be expected. Historical and archaeological properties potentially eligible for inclusion in the National Register of Historic Places could be affected, and 1.7 to more than eight acres of land would be taken from River Des Peres Park. In addition, two alternatives would cross the Grant's Trail bike path. Up to 64 residences would be subject to LRT operational noise levels in excess of federal standards, and up to 528 properties would be affected by excessive vibration. A number of small streams would be traversed by the LRT line, and as much as 13 acres of floodplain could be displaced. Hazardous waste sites would be encountered during construction. LRT structures would mar visual aesthetics in some areas. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Law (49 U.S.C. 5301 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 050481, 291 pages, November 9, 2005 PY - 2005 KW - Roads and Railroads KW - Archaeological Sites KW - Floodplains KW - Hazardous Wastes KW - Historic Sites KW - Impact Assessment Methodology KW - Noise Assessments KW - Parks KW - Rapid Transit Systems KW - Section 4(f) Statements KW - Streams KW - Transportation KW - Transportation Surveys KW - Visual Resources KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Transit Law, Funding KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16354702?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-09&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ST.+LOUIS+METRO+SOUTH+METROLINK+EXTENSION%2C+CITY+OF+ST.+LOUIS+AND+ST.+LOUIS+COUNTY%2C+MISSOURI.&rft.title=ST.+LOUIS+METRO+SOUTH+METROLINK+EXTENSION%2C+CITY+OF+ST.+LOUIS+AND+ST.+LOUIS+COUNTY%2C+MISSOURI.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Kansas City, Missouri; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: November 9, 2005 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI, MISSOURI: SECOND TIER EIS AND SECTION 4(F) EVALUATION: ROUTE BB TO EASTERN COLUMBIA, BOONE COUNTY, MISSOURI (SECTION OF INDEPENMDENT UTILITY NUMBER 4). [Part 1 of 2] T2 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI, MISSOURI: SECOND TIER EIS AND SECTION 4(F) EVALUATION: ROUTE BB TO EASTERN COLUMBIA, BOONE COUNTY, MISSOURI (SECTION OF INDEPENMDENT UTILITY NUMBER 4). AN - 36388716; 11793-050478_0001 AB - PURPOSE: The improvement of an 18-mile segment of Interstate 70 (I-70) from just east of the Missouri Route BB interchange (Exit 115) to just east of the Missouri Route Z interchange (Exist 133) in Boone County, Missouri is proposed. A tiered approach has been taken to the improvement of I-70 in Missouri. A Tier 1 EIS examining a 200-mile section of I-70 was approved in December 2001. This final EIS is a Tier 2 EIS. The section of I-70 considered in this EIS consists of a four-lane divided highway spanning the entire width of Boone County, with limited access control and including 10 interchanges. The preferred alternative would reconstruct I-70 within the existing corridor. The reconstructed highway would provide additional through lanes, redesigned interchanges, and other improvements to ensure that I-70 would meet the requirements of an interstate highway. I-70 constitutes one of the most important freeways in the national interstate system, providing east-west transcontinental access across much of the United States. The facility traverses 250 miles within Missouri. Other than short reconstructed sections, the newest sections of I-70 are 39 years old. The segment of highway suffers from insufficient roadway capacity, a poor safety record, and inadequate design. The section has been divided into three subsections considered separately. The reconstructed highway would provide three through lanes in each direction and improved interchanges to ensure full control of access. Frontage roads would provide for local access, and noise barriers would be provided where necessary and feasible. Costs of rights-of-way and construction are estimated at $627.9 million. POSITIVE IMPACTS: The improvements to the I-70 corridor would be critical to providing a safe, efficient, and economically effective transportation network to meet traffic demands. The project would accommodate existing and future traffic volumes, increase the level of service, enhance safety and modal interconnections, ensure access management, and improve homeland security. NEGATIVE IMPACTS: Rights-of-way requirements totaling 397 acres would result in the displacement of 298 residences, 66 businesses, nine industrial establishments, 249 acres of agricultural land and forest, 11 acres of parks and other publicly owned parcels, five important community facilities and 15 acres of related lands, and 11 institutional facilities. With respect to the natural environment, the project would displace 8.3 acres of wetlands, 2.2 acres of ponds, 72 acres of floodplain, and 143 acres of natural communities. The highway would traverse 73 streams. Habitat for federally protected species would be affected. The Bowling Napier Estate, which is eligible for inclusion in the National register of Historic Places, would be affected. Construction workers would encounter 15 sites potentially containing hazardous materials. The ability to accommodate expansion of the freeway would be limited. 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 abstracts of the draft and final EIS addressing Tier 1 planning for I-70 improvements in Missouri, see 01-0449D, Volume 25, Number 4 and 02-0067F, Volume 26, Number 4, respectively. For the abstract of the draft EIS, see 05-0411D, Volume 29, Number 3. JF - EPA number: 050478, 146 pages and maps, November 8, 2005 PY - 2005 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-04-01-F KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Historic Sites KW - Noise Control KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES 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/36388716?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI%2C+MISSOURI%3A+SECOND+TIER+EIS+AND+SECTION+4%28F%29+EVALUATION%3A+ROUTE+BB+TO+EASTERN+COLUMBIA%2C+BOONE+COUNTY%2C+MISSOURI+%28SECTION+OF+INDEPENMDENT+UTILITY+NUMBER+4%29.&rft.title=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI%2C+MISSOURI%3A+SECOND+TIER+EIS+AND+SECTION+4%28F%29+EVALUATION%3A+ROUTE+BB+TO+EASTERN+COLUMBIA%2C+BOONE+COUNTY%2C+MISSOURI+%28SECTION+OF+INDEPENMDENT+UTILITY+NUMBER+4%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 8, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI, MISSOURI: SECOND TIER EIS AND SECTION 4(F) EVALUATION: ROUTE BB TO EASTERN COLUMBIA, BOONE COUNTY, MISSOURI (SECTION OF INDEPENMDENT UTILITY NUMBER 4). [Part 2 of 2] T2 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI, MISSOURI: SECOND TIER EIS AND SECTION 4(F) EVALUATION: ROUTE BB TO EASTERN COLUMBIA, BOONE COUNTY, MISSOURI (SECTION OF INDEPENMDENT UTILITY NUMBER 4). AN - 36381882; 11793-050478_0002 AB - PURPOSE: The improvement of an 18-mile segment of Interstate 70 (I-70) from just east of the Missouri Route BB interchange (Exit 115) to just east of the Missouri Route Z interchange (Exist 133) in Boone County, Missouri is proposed. A tiered approach has been taken to the improvement of I-70 in Missouri. A Tier 1 EIS examining a 200-mile section of I-70 was approved in December 2001. This final EIS is a Tier 2 EIS. The section of I-70 considered in this EIS consists of a four-lane divided highway spanning the entire width of Boone County, with limited access control and including 10 interchanges. The preferred alternative would reconstruct I-70 within the existing corridor. The reconstructed highway would provide additional through lanes, redesigned interchanges, and other improvements to ensure that I-70 would meet the requirements of an interstate highway. I-70 constitutes one of the most important freeways in the national interstate system, providing east-west transcontinental access across much of the United States. The facility traverses 250 miles within Missouri. Other than short reconstructed sections, the newest sections of I-70 are 39 years old. The segment of highway suffers from insufficient roadway capacity, a poor safety record, and inadequate design. The section has been divided into three subsections considered separately. The reconstructed highway would provide three through lanes in each direction and improved interchanges to ensure full control of access. Frontage roads would provide for local access, and noise barriers would be provided where necessary and feasible. Costs of rights-of-way and construction are estimated at $627.9 million. POSITIVE IMPACTS: The improvements to the I-70 corridor would be critical to providing a safe, efficient, and economically effective transportation network to meet traffic demands. The project would accommodate existing and future traffic volumes, increase the level of service, enhance safety and modal interconnections, ensure access management, and improve homeland security. NEGATIVE IMPACTS: Rights-of-way requirements totaling 397 acres would result in the displacement of 298 residences, 66 businesses, nine industrial establishments, 249 acres of agricultural land and forest, 11 acres of parks and other publicly owned parcels, five important community facilities and 15 acres of related lands, and 11 institutional facilities. With respect to the natural environment, the project would displace 8.3 acres of wetlands, 2.2 acres of ponds, 72 acres of floodplain, and 143 acres of natural communities. The highway would traverse 73 streams. Habitat for federally protected species would be affected. The Bowling Napier Estate, which is eligible for inclusion in the National register of Historic Places, would be affected. Construction workers would encounter 15 sites potentially containing hazardous materials. The ability to accommodate expansion of the freeway would be limited. 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 abstracts of the draft and final EIS addressing Tier 1 planning for I-70 improvements in Missouri, see 01-0449D, Volume 25, Number 4 and 02-0067F, Volume 26, Number 4, respectively. For the abstract of the draft EIS, see 05-0411D, Volume 29, Number 3. JF - EPA number: 050478, 146 pages and maps, November 8, 2005 PY - 2005 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-04-01-F KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Historic Sites KW - Noise Control KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES 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/36381882?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI%2C+MISSOURI%3A+SECOND+TIER+EIS+AND+SECTION+4%28F%29+EVALUATION%3A+ROUTE+BB+TO+EASTERN+COLUMBIA%2C+BOONE+COUNTY%2C+MISSOURI+%28SECTION+OF+INDEPENMDENT+UTILITY+NUMBER+4%29.&rft.title=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI%2C+MISSOURI%3A+SECOND+TIER+EIS+AND+SECTION+4%28F%29+EVALUATION%3A+ROUTE+BB+TO+EASTERN+COLUMBIA%2C+BOONE+COUNTY%2C+MISSOURI+%28SECTION+OF+INDEPENMDENT+UTILITY+NUMBER+4%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 8, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - INTERSTATE 70 CORRIDOR, KANSAS CITY TO ST. LOUIS, MISSOURI, MISSOURI: SECOND TIER EIS AND SECTION 4(F) EVALUATION: ROUTE BB TO EASTERN COLUMBIA, BOONE COUNTY, MISSOURI (SECTION OF INDEPENMDENT UTILITY NUMBER 4). AN - 16339129; 11793 AB - PURPOSE: The improvement of an 18-mile segment of Interstate 70 (I-70) from just east of the Missouri Route BB interchange (Exit 115) to just east of the Missouri Route Z interchange (Exist 133) in Boone County, Missouri is proposed. A tiered approach has been taken to the improvement of I-70 in Missouri. A Tier 1 EIS examining a 200-mile section of I-70 was approved in December 2001. This final EIS is a Tier 2 EIS. The section of I-70 considered in this EIS consists of a four-lane divided highway spanning the entire width of Boone County, with limited access control and including 10 interchanges. The preferred alternative would reconstruct I-70 within the existing corridor. The reconstructed highway would provide additional through lanes, redesigned interchanges, and other improvements to ensure that I-70 would meet the requirements of an interstate highway. I-70 constitutes one of the most important freeways in the national interstate system, providing east-west transcontinental access across much of the United States. The facility traverses 250 miles within Missouri. Other than short reconstructed sections, the newest sections of I-70 are 39 years old. The segment of highway suffers from insufficient roadway capacity, a poor safety record, and inadequate design. The section has been divided into three subsections considered separately. The reconstructed highway would provide three through lanes in each direction and improved interchanges to ensure full control of access. Frontage roads would provide for local access, and noise barriers would be provided where necessary and feasible. Costs of rights-of-way and construction are estimated at $627.9 million. POSITIVE IMPACTS: The improvements to the I-70 corridor would be critical to providing a safe, efficient, and economically effective transportation network to meet traffic demands. The project would accommodate existing and future traffic volumes, increase the level of service, enhance safety and modal interconnections, ensure access management, and improve homeland security. NEGATIVE IMPACTS: Rights-of-way requirements totaling 397 acres would result in the displacement of 298 residences, 66 businesses, nine industrial establishments, 249 acres of agricultural land and forest, 11 acres of parks and other publicly owned parcels, five important community facilities and 15 acres of related lands, and 11 institutional facilities. With respect to the natural environment, the project would displace 8.3 acres of wetlands, 2.2 acres of ponds, 72 acres of floodplain, and 143 acres of natural communities. The highway would traverse 73 streams. Habitat for federally protected species would be affected. The Bowling Napier Estate, which is eligible for inclusion in the National register of Historic Places, would be affected. Construction workers would encounter 15 sites potentially containing hazardous materials. The ability to accommodate expansion of the freeway would be limited. 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 abstracts of the draft and final EIS addressing Tier 1 planning for I-70 improvements in Missouri, see 01-0449D, Volume 25, Number 4 and 02-0067F, Volume 26, Number 4, respectively. For the abstract of the draft EIS, see 05-0411D, Volume 29, Number 3. JF - EPA number: 050478, 146 pages and maps, November 8, 2005 PY - 2005 KW - Roads and Railroads KW - Agency number: FHWA-MO-EIS-04-01-F KW - Endangered Species (Animals) KW - Endangered Species (Plants) KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Historic Sites KW - Noise Control KW - Parks KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Streams KW - Traffic Analyses KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Missouri KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Federal Water Pollution Control Act of 1972, NPDES 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/16339129?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI%2C+MISSOURI%3A+SECOND+TIER+EIS+AND+SECTION+4%28F%29+EVALUATION%3A+ROUTE+BB+TO+EASTERN+COLUMBIA%2C+BOONE+COUNTY%2C+MISSOURI+%28SECTION+OF+INDEPENMDENT+UTILITY+NUMBER+4%29.&rft.title=INTERSTATE+70+CORRIDOR%2C+KANSAS+CITY+TO+ST.+LOUIS%2C+MISSOURI%2C+MISSOURI%3A+SECOND+TIER+EIS+AND+SECTION+4%28F%29+EVALUATION%3A+ROUTE+BB+TO+EASTERN+COLUMBIA%2C+BOONE+COUNTY%2C+MISSOURI+%28SECTION+OF+INDEPENMDENT+UTILITY+NUMBER+4%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 8, 2005 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Analysis of environmental effects of the use of stabilized dredged material from New York/New Jersey Harbor, USA, for construction of roadway embankments. AN - 70164824; 16639902 AB - Since the 1997 local ban on ocean dumping of dredged sediments, the state of New Jersey has pursued a policy of environmentally sound solutions to the controversial problem of dredged material management, including beneficial use of dredged material stabilized with pozzolanic additives (SDM). A pilot study was initiated in 1998 to evaluate the use of SDM in the construction of highway embankments. Using 80,000 cubic yards of silty dredged material, 2 embankments were constructed from SDM on a commercial development area adjacent to the New York/New Jersey Harbor. This article presents the evaluation of the environmental effects of the SDM, including fugitive air emissions, leachate, and stormwater quality. Engineering properties, handling and management techniques of the SDM, constructability, and performance were also evaluated, the results of which are published elsewhere. The findings demonstrate that although there are measurable releases of contaminants to the environment from the SDM, these releases are not significant long-term threats to human health or the environment. Policies currently in place to regulate the management of SDM that include limiting placement options to previously contaminated sites with institutional and engineering controls will further reduce the potential for environmental impact and, in fact, have the potential to produce significant environmental benefit. JF - Integrated environmental assessment and management AU - Douglas, W Scott AU - Maher, Ali AU - Jafari, Farhad AD - New Jersey Department of Transportation, Office of Maritime Resources, 1035 Parkway Avenue, PO Box 837, Trenton, New Jersey 08625, USA. scott.douglas@dot.state.nj.us Y1 - 2005/11// PY - 2005 DA - November 2005 SP - 355 EP - 364 VL - 1 IS - 4 SN - 1551-3777, 1551-3777 KW - Environmental Pollutants KW - 0 KW - Index Medicus KW - Environment KW - New York KW - Engineering KW - Transportation KW - Public Health KW - Humans KW - New Jersey KW - Risk Assessment KW - Geologic Sediments -- chemistry KW - Refuse Disposal KW - Environmental Pollutants -- analysis KW - Construction Materials KW - Conservation of Natural Resources UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/70164824?accountid=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=Integrated+environmental+assessment+and+management&rft.atitle=Analysis+of+environmental+effects+of+the+use+of+stabilized+dredged+material+from+New+York%2FNew+Jersey+Harbor%2C+USA%2C+for+construction+of+roadway+embankments.&rft.au=Douglas%2C+W+Scott%3BMaher%2C+Ali%3BJafari%2C+Farhad&rft.aulast=Douglas&rft.aufirst=W&rft.date=2005-11-01&rft.volume=1&rft.issue=4&rft.spage=355&rft.isbn=&rft.btitle=&rft.title=Integrated+environmental+assessment+and+management&rft.issn=15513777&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2006-05-09 N1 - Date created - 2006-04-27 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-18 ER - TY - JOUR T1 - Journal of Geotechnical and Geoenvironmental Engineering AN - 51610272; 2006-026355 JF - Journal of Geotechnical and Geoenvironmental Engineering AU - Nevels, James B, Jr AU - Laguros, Joakim G AU - Puppala, Anand J AU - Griffin, Julie Ann AU - Hoyos, Laureano R AU - Chomtid, Suppakit Y1 - 2005/11// PY - 2005 DA - November 2005 SP - 1439 EP - 1442 PB - American Society of Civil Engineers, New York, NY VL - 131 IS - 11 SN - 1090-0241, 1090-0241 KW - soils KW - stabilization KW - soil mechanics KW - sulfates KW - expansive materials KW - soil treatment KW - lime KW - cement KW - deformation KW - preventive measures KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51610272?accountid=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+Geotechnical+and+Geoenvironmental+Engineering&rft.atitle=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.au=Nevels%2C+James+B%2C+Jr%3BLaguros%2C+Joakim+G%3BPuppala%2C+Anand+J%3BGriffin%2C+Julie+Ann%3BHoyos%2C+Laureano+R%3BChomtid%2C+Suppakit&rft.aulast=Nevels&rft.aufirst=James&rft.date=2005-11-01&rft.volume=131&rft.issue=11&rft.spage=1439&rft.isbn=&rft.btitle=&rft.title=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.issn=10900241&rft_id=info:doi/ L2 - http://scitation.aip.org/gto LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2006-01-01 N1 - Number of references - 16 N1 - PubXState - NY N1 - Document feature - illus. N1 - SuppNotes - For reference to original see Puppala, A. J. et al., J. Geotech., Geoenviron. Eng., Vol. 130, pp. 391-402, 2004; DOI: 10.1061/(ASCE)1090-0241(2004)130:4(391) N1 - Last updated - 2012-06-07 N1 - CODEN - JGENDZ N1 - SubjectsTermNotLitGenreText - cement; deformation; expansive materials; lime; preventive measures; soil mechanics; soil treatment; soils; stabilization; sulfates ER - TY - JOUR T1 - Glacial sediment causing regional-scale elevated arsenic in drinking water AN - 51518290; 2007-001868 JF - Ground Water AU - Erickson, Melinda L AU - Barnes, Randal J Y1 - 2005/11// PY - 2005 DA - November 2005 SP - 796 EP - 805 PB - National Ground Water Association, Westerville, OH VL - 43 IS - 6 SN - 0017-467X, 0017-467X KW - United States KW - clay KW - water quality KW - desorption KW - drift KW - Iowa KW - drinking water KW - Wisconsinan KW - ground water KW - upper Pleistocene KW - Cenozoic KW - North Dakota KW - sediments KW - oxides KW - Minnesota KW - mines KW - concentration KW - toxic materials KW - Quaternary KW - clastic sediments KW - regional planning KW - arsenic KW - solutes KW - pollution KW - aquifers KW - provenance KW - alluvium aquifers KW - metals KW - Pleistocene KW - pyrite KW - water resources KW - sulfides KW - South Dakota KW - public health KW - Midwest KW - 21:Hydrogeology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51518290?accountid=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=Ground+Water&rft.atitle=Glacial+sediment+causing+regional-scale+elevated+arsenic+in+drinking+water&rft.au=Erickson%2C+Melinda+L%3BBarnes%2C+Randal+J&rft.aulast=Erickson&rft.aufirst=Melinda&rft.date=2005-11-01&rft.volume=43&rft.issue=6&rft.spage=796&rft.isbn=&rft.btitle=&rft.title=Ground+Water&rft.issn=0017467X&rft_id=info:doi/10.1111%2Fj.1745-6584.2005.00053.x L2 - http://onlinelibrary.wiley.com/journal/10.1111/(ISSN)1745-6584 LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2016, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 60 N1 - PubXState - OH N1 - Document feature - illus. incl. 3 tables, sketch map N1 - Last updated - 2016-09-16 N1 - CODEN - GRWAAP N1 - SubjectsTermNotLitGenreText - alluvium aquifers; aquifers; arsenic; Cenozoic; clastic sediments; clay; concentration; desorption; drift; drinking water; ground water; Iowa; metals; Midwest; mines; Minnesota; North Dakota; oxides; Pleistocene; pollution; provenance; public health; pyrite; Quaternary; regional planning; sediments; solutes; South Dakota; sulfides; toxic materials; United States; upper Pleistocene; water quality; water resources; Wisconsinan DO - http://dx.doi.org/10.1111/j.1745-6584.2005.00053.x ER - TY - JOUR T1 - Annual report for active IDOT wetland compensation and hydrological monitoring sites; September 1, 2004 to September 1, 2005 AN - 51492684; 2007-017745 JF - Open File Series - Illinois State Geological Survey AU - Fucciolo, Christine S AU - Benton, Steven E AU - Carr, Keith W AU - Miller, Michael V AU - Miner, James J AU - Plankell, Eric T AU - Pociask, Geoffrey E AU - Robinson, Bonnie J AU - Shofner, Gregory A AU - Weaver, Kelli D Y1 - 2005/11// PY - 2005 DA - November 2005 EP - 1 disc PB - Illinois State Geological Survey, Champaign, IL KW - United States KW - soils KW - hydrology KW - monitoring KW - Illinois KW - annual report KW - atmospheric precipitation KW - constructed wetlands KW - wetlands KW - saturation KW - report KW - water wells KW - land use KW - 21:Hydrogeology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51492684?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/GeoRef&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=book&rft.jtitle=&rft.atitle=&rft.au=Fucciolo%2C+Christine+S%3BBenton%2C+Steven+E%3BCarr%2C+Keith+W%3BMiller%2C+Michael+V%3BMiner%2C+James+J%3BPlankell%2C+Eric+T%3BPociask%2C+Geoffrey+E%3BRobinson%2C+Bonnie+J%3BShofner%2C+Gregory+A%3BWeaver%2C+Kelli+D&rft.aulast=Fucciolo&rft.aufirst=Christine&rft.date=2005-11-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=Annual+report+for+active+IDOT+wetland+compensation+and+hydrological+monitoring+sites%3B+September+1%2C+2004+to+September+1%2C+2005&rft.title=Annual+report+for+active+IDOT+wetland+compensation+and+hydrological+monitoring+sites%3B+September+1%2C+2004+to+September+1%2C+2005&rft.issn=&rft_id=info:doi/ L2 - http://www.isgs.uiuc.edu/servs/pubs/ofhome.htm LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 5 N1 - PubXState - IL N1 - Document feature - illus. incl. sketch maps N1 - Last updated - 2012-06-07 N1 - CODEN - #03572 N1 - SubjectsTermNotLitGenreText - annual report; atmospheric precipitation; constructed wetlands; hydrology; Illinois; land use; monitoring; report; saturation; soils; United States; water wells; wetlands ER - TY - JOUR T1 - Slope failure repair using tyre bales at Interstate Highway 30, Tarrant County, Texas, USA AN - 50879322; 2006-015239 AB - The remediation of soil cut slope instability in Texas has traditionally been achieved using conventional methods. However, in early 2002 an alternative approach was taken to achieve the remediation of a failed slope using tyre bales, which are blocks of compressed whole post-consumer tyres. This paper describes the construction of the repair, the comparative retrospective analysis that was carried out to determine the likely performance of such slope repairs, and visual observations made around two years after construction. Specific lessons are drawn from the experience gained from this work. JF - Quarterly Journal of Engineering Geology and Hydrogeology AU - Prikryl, W AU - Williammee, R AU - Winter, M G Y1 - 2005/11// PY - 2005 DA - November 2005 SP - 377 EP - 386 PB - Geological Society of London, London VL - 38 IS - 4 SN - 1470-9236, 1470-9236 KW - United States KW - failures KW - Tarrant County Texas KW - tires KW - Texas KW - slope stability KW - construction KW - roads KW - preventive measures KW - construction materials KW - remediation KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/50879322?accountid=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=Quarterly+Journal+of+Engineering+Geology+and+Hydrogeology&rft.atitle=Slope+failure+repair+using+tyre+bales+at+Interstate+Highway+30%2C+Tarrant+County%2C+Texas%2C+USA&rft.au=Prikryl%2C+W%3BWilliammee%2C+R%3BWinter%2C+M+G&rft.aulast=Prikryl&rft.aufirst=W&rft.date=2005-11-01&rft.volume=38&rft.issue=4&rft.spage=377&rft.isbn=&rft.btitle=&rft.title=Quarterly+Journal+of+Engineering+Geology+and+Hydrogeology&rft.issn=14709236&rft_id=info:doi/10.1144%2F1470-9236%2F04-065 L2 - http://qjegh.geoscienceworld.org/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data from GeoScienceWorld, Alexandria, VA, United States | Reference includes data from The Geological Society, London, London, United Kingdom N1 - Date revised - 2006-01-01 N1 - Number of references - 13 N1 - Document feature - illus. incl. sects. N1 - Last updated - 2012-06-07 N1 - CODEN - QJEGA7 N1 - SubjectsTermNotLitGenreText - construction; construction materials; failures; preventive measures; remediation; roads; slope stability; Tarrant County Texas; Texas; tires; United States DO - http://dx.doi.org/10.1144/1470-9236/04-065 ER - TY - RPRT T1 - LEGACY PARKWAY, I-215 AT 2100 NORTH IN SALT LAKE CITY TO I-15 AND U.S. 89 NEAR FARMINGTON IN SALT LAKE AND DAVIS COUNTIES, UTAH (FINAL SUPPLEMENT TO TE FINAL ENVIRONMENTAL STATEMENT OF JUNE 2000). AN - 36440067; 11736 AB - PURPOSE: Construction of the Legacy Parkway, extending 14 miles from Interstate 215 (I-215) at 2100 North in Salt Lake City to the intersection of I-15 and U.S. 89 near Farmington in Salt Lake and Davis Counties, Utah is proposed. The four-lane, limited-access, divided highway would be constructed to provide a portion of the highway facilities needed in the North Corridor for the year 2020. A multiple-use trail for pedestrians, bicyclists, and equestrians would parallel the highway. Five alternatives, including a No-Build Alternative, and a number of other options were considered in the December 2004 final EIS. Alternative A, the easternmost alternative, would include two frontage roads and, under one option, would extend from south of Pages Lane in West Bountiful to north of Parrish Lane in Centerville. Alternative B, the westernmost alignment, in North Salt Lake and Farmington, would include four frontage roads. Termini for Alternative B would be the I-15/U.S. 89 interchange and I-15 in Kaysville; a split connection would branch off in the vicinity of Lund Lane in Farmington. Alternative C, which is the westernmost alignment in Centerville, would include two frontage roads. Option C1 would lie west of Sheep Road and extend from approximately two miles north of Parrish Lane to approximately 0.6 mile south of Lund Lane in Centerville. Option C2 would extend from Center Street to a point approximately 0.9 mile north of 900 North in North Salt Lake City; it would lie 328 feet west of Alternative C. The preferred alternative (Alternative D) would consist of a combination of alternatives A and C. South of 900 North in Woods Cross, the PA would follow the Alternative C alignment. Just north of 900 North, the PA alignment would transition to the Alternative A alignment. The PA would continue on the alternative A alignment to a point just north of 500 South in West Bountiful, then transition to an alignment approximately 263 feet east of and parallel to Alternative C. Alternative D would rejoin Alternative C just south of Pages Lane in West Bountiful and remain conterminous with Alternative C to Porter Land in Davis County. At this point, Alternative D would transition east and coincide with Alternative A just south of Parrish Lane in Centerville. From this point to the I-15/U.S. 89 interchange, the PA would be coterminous with Alternative A. This final supplement to the final EIS provides updated information and responds to a U.S. Court of Appears judgment indicating that the following issues were in need of further review: the practability of a narrower rights-of-way; elimination of one alignment as a feasible alternative based on cost and substantial impacts on existing development; integration of Legacy Parkway with the mass transit system; alternative certain project sequencing of components; and impacts on wildlife. The supplement addresses alternatives considered in the final EIS, additional alternatives, alternative means of implementing Legacy parkway, and modified build and no-build alternatives. Five action alternatives remain for detailed consideration and Alternative D, in a modified form, continues to be the preferred alternative. Estimated costs of the remaining build alternatives range from $436.1 million to $547.5 million. POSITIVE IMPACTS: The parkway would provide for safe and efficient movement of people and goods project for the area through the year 2020. The facility would also provide an alternative north-south route through the North Corridor for use when I-15 is closed or congested. An additional high-speed route for emergency vehicles would be available. The parkway would constitute a buffer zone between developed areas the the Great Salt Lake ecosystem. A significant expanse of potentially developable land would lie adjacent to the alignments under consideration. NEGATIVE IMPACTS: Depending on the build alternative considered, the project would result in the filling of 107 to 182 acres of wetlands and indirect impacts to 539 to 1,011 acres of wetlands. Rights-of-way development would also result in the displacement of four to 17 residences, nine to 16 businesses, up to two farmsteads, eight to 16 horse paddocks, 23 to 88 acres of prime farmland, and up to two acres of farmland of state importance. Two or three archaeological sites and two historic sites as well as an off-highway vehicle corridor along the Jordan River would be affected, and as many as one wildlife management area could be affected. Traffic-generated noise would exceed federal standards in the vicinity of 250 to 486 sensitive receptor 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, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 98-0381D, Volume 22, Number 4 and 00-0425F, Volume 24, Number 4, respectively. For the abstract of the draft supplemental EIS, see 05-0392D, Volume 29, Number 3. JF - EPA number: 050466, Volume I--1,147 pages, Volume II, November 2005 PY - 2005 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-98-02-FS KW - Archaeological Sites KW - Cost Assessments KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 106 Statements KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Utah KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36440067?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LEGACY+PARKWAY%2C+I-215+AT+2100+NORTH+IN+SALT+LAKE+CITY+TO+I-15+AND+U.S.+89+NEAR+FARMINGTON+IN+SALT+LAKE+AND+DAVIS+COUNTIES%2C+UTAH+%28FINAL+SUPPLEMENT+TO+TE+FINAL+ENVIRONMENTAL+STATEMENT+OF+JUNE+2000%29.&rft.title=LEGACY+PARKWAY%2C+I-215+AT+2100+NORTH+IN+SALT+LAKE+CITY+TO+I-15+AND+U.S.+89+NEAR+FARMINGTON+IN+SALT+LAKE+AND+DAVIS+COUNTIES%2C+UTAH+%28FINAL+SUPPLEMENT+TO+TE+FINAL+ENVIRONMENTAL+STATEMENT+OF+JUNE+2000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: November 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LEGACY PARKWAY, I-215 AT 2100 NORTH IN SALT LAKE CITY TO I-15 AND U.S. 89 NEAR FARMINGTON IN SALT LAKE AND DAVIS COUNTIES, UTAH (FINAL SUPPLEMENT TO TE FINAL ENVIRONMENTAL STATEMENT OF JUNE 2000). [Part 3 of 3] T2 - LEGACY PARKWAY, I-215 AT 2100 NORTH IN SALT LAKE CITY TO I-15 AND U.S. 89 NEAR FARMINGTON IN SALT LAKE AND DAVIS COUNTIES, UTAH (FINAL SUPPLEMENT TO TE FINAL ENVIRONMENTAL STATEMENT OF JUNE 2000). AN - 36383158; 050143F-050466_0003 AB - PURPOSE: Construction of the Legacy Parkway, extending 14 miles from Interstate 215 (I-215) at 2100 North in Salt Lake City to the intersection of I-15 and U.S. 89 near Farmington in Salt Lake and Davis Counties, Utah is proposed. The four-lane, limited-access, divided highway would be constructed to provide a portion of the highway facilities needed in the North Corridor for the year 2020. A multiple-use trail for pedestrians, bicyclists, and equestrians would parallel the highway. Five alternatives, including a No-Build Alternative, and a number of other options were considered in the December 2004 final EIS. Alternative A, the easternmost alternative, would include two frontage roads and, under one option, would extend from south of Pages Lane in West Bountiful to north of Parrish Lane in Centerville. Alternative B, the westernmost alignment, in North Salt Lake and Farmington, would include four frontage roads. Termini for Alternative B would be the I-15/U.S. 89 interchange and I-15 in Kaysville; a split connection would branch off in the vicinity of Lund Lane in Farmington. Alternative C, which is the westernmost alignment in Centerville, would include two frontage roads. Option C1 would lie west of Sheep Road and extend from approximately two miles north of Parrish Lane to approximately 0.6 mile south of Lund Lane in Centerville. Option C2 would extend from Center Street to a point approximately 0.9 mile north of 900 North in North Salt Lake City; it would lie 328 feet west of Alternative C. The preferred alternative (Alternative D) would consist of a combination of alternatives A and C. South of 900 North in Woods Cross, the PA would follow the Alternative C alignment. Just north of 900 North, the PA alignment would transition to the Alternative A alignment. The PA would continue on the alternative A alignment to a point just north of 500 South in West Bountiful, then transition to an alignment approximately 263 feet east of and parallel to Alternative C. Alternative D would rejoin Alternative C just south of Pages Lane in West Bountiful and remain conterminous with Alternative C to Porter Land in Davis County. At this point, Alternative D would transition east and coincide with Alternative A just south of Parrish Lane in Centerville. From this point to the I-15/U.S. 89 interchange, the PA would be coterminous with Alternative A. This final supplement to the final EIS provides updated information and responds to a U.S. Court of Appears judgment indicating that the following issues were in need of further review: the practability of a narrower rights-of-way; elimination of one alignment as a feasible alternative based on cost and substantial impacts on existing development; integration of Legacy Parkway with the mass transit system; alternative certain project sequencing of components; and impacts on wildlife. The supplement addresses alternatives considered in the final EIS, additional alternatives, alternative means of implementing Legacy parkway, and modified build and no-build alternatives. Five action alternatives remain for detailed consideration and Alternative D, in a modified form, continues to be the preferred alternative. Estimated costs of the remaining build alternatives range from $436.1 million to $547.5 million. POSITIVE IMPACTS: The parkway would provide for safe and efficient movement of people and goods project for the area through the year 2020. The facility would also provide an alternative north-south route through the North Corridor for use when I-15 is closed or congested. An additional high-speed route for emergency vehicles would be available. The parkway would constitute a buffer zone between developed areas the the Great Salt Lake ecosystem. A significant expanse of potentially developable land would lie adjacent to the alignments under consideration. NEGATIVE IMPACTS: Depending on the build alternative considered, the project would result in the filling of 107 to 182 acres of wetlands and indirect impacts to 539 to 1,011 acres of wetlands. Rights-of-way development would also result in the displacement of four to 17 residences, nine to 16 businesses, up to two farmsteads, eight to 16 horse paddocks, 23 to 88 acres of prime farmland, and up to two acres of farmland of state importance. Two or three archaeological sites and two historic sites as well as an off-highway vehicle corridor along the Jordan River would be affected, and as many as one wildlife management area could be affected. Traffic-generated noise would exceed federal standards in the vicinity of 250 to 486 sensitive receptor 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, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 98-0381D, Volume 22, Number 4 and 00-0425F, Volume 24, Number 4, respectively. For the abstract of the draft supplemental EIS, see 05-0392D, Volume 29, Number 3. JF - EPA number: 050466, Volume I--1,147 pages, Volume II, November 2005 PY - 2005 VL - 3 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-98-02-FS KW - Archaeological Sites KW - Cost Assessments KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 106 Statements KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Utah KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36383158?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LEGACY+PARKWAY%2C+I-215+AT+2100+NORTH+IN+SALT+LAKE+CITY+TO+I-15+AND+U.S.+89+NEAR+FARMINGTON+IN+SALT+LAKE+AND+DAVIS+COUNTIES%2C+UTAH+%28FINAL+SUPPLEMENT+TO+TE+FINAL+ENVIRONMENTAL+STATEMENT+OF+JUNE+2000%29.&rft.title=LEGACY+PARKWAY%2C+I-215+AT+2100+NORTH+IN+SALT+LAKE+CITY+TO+I-15+AND+U.S.+89+NEAR+FARMINGTON+IN+SALT+LAKE+AND+DAVIS+COUNTIES%2C+UTAH+%28FINAL+SUPPLEMENT+TO+TE+FINAL+ENVIRONMENTAL+STATEMENT+OF+JUNE+2000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Final. Preparation date: November 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LEGACY PARKWAY, I-215 AT 2100 NORTH IN SALT LAKE CITY TO I-15 AND U.S. 89 NEAR FARMINGTON IN SALT LAKE AND DAVIS COUNTIES, UTAH (FINAL SUPPLEMENT TO TE FINAL ENVIRONMENTAL STATEMENT OF JUNE 2000). [Part 2 of 3] T2 - LEGACY PARKWAY, I-215 AT 2100 NORTH IN SALT LAKE CITY TO I-15 AND U.S. 89 NEAR FARMINGTON IN SALT LAKE AND DAVIS COUNTIES, UTAH (FINAL SUPPLEMENT TO TE FINAL ENVIRONMENTAL STATEMENT OF JUNE 2000). AN - 36380490; 050143F-050466_0002 AB - PURPOSE: Construction of the Legacy Parkway, extending 14 miles from Interstate 215 (I-215) at 2100 North in Salt Lake City to the intersection of I-15 and U.S. 89 near Farmington in Salt Lake and Davis Counties, Utah is proposed. The four-lane, limited-access, divided highway would be constructed to provide a portion of the highway facilities needed in the North Corridor for the year 2020. A multiple-use trail for pedestrians, bicyclists, and equestrians would parallel the highway. Five alternatives, including a No-Build Alternative, and a number of other options were considered in the December 2004 final EIS. Alternative A, the easternmost alternative, would include two frontage roads and, under one option, would extend from south of Pages Lane in West Bountiful to north of Parrish Lane in Centerville. Alternative B, the westernmost alignment, in North Salt Lake and Farmington, would include four frontage roads. Termini for Alternative B would be the I-15/U.S. 89 interchange and I-15 in Kaysville; a split connection would branch off in the vicinity of Lund Lane in Farmington. Alternative C, which is the westernmost alignment in Centerville, would include two frontage roads. Option C1 would lie west of Sheep Road and extend from approximately two miles north of Parrish Lane to approximately 0.6 mile south of Lund Lane in Centerville. Option C2 would extend from Center Street to a point approximately 0.9 mile north of 900 North in North Salt Lake City; it would lie 328 feet west of Alternative C. The preferred alternative (Alternative D) would consist of a combination of alternatives A and C. South of 900 North in Woods Cross, the PA would follow the Alternative C alignment. Just north of 900 North, the PA alignment would transition to the Alternative A alignment. The PA would continue on the alternative A alignment to a point just north of 500 South in West Bountiful, then transition to an alignment approximately 263 feet east of and parallel to Alternative C. Alternative D would rejoin Alternative C just south of Pages Lane in West Bountiful and remain conterminous with Alternative C to Porter Land in Davis County. At this point, Alternative D would transition east and coincide with Alternative A just south of Parrish Lane in Centerville. From this point to the I-15/U.S. 89 interchange, the PA would be coterminous with Alternative A. This final supplement to the final EIS provides updated information and responds to a U.S. Court of Appears judgment indicating that the following issues were in need of further review: the practability of a narrower rights-of-way; elimination of one alignment as a feasible alternative based on cost and substantial impacts on existing development; integration of Legacy Parkway with the mass transit system; alternative certain project sequencing of components; and impacts on wildlife. The supplement addresses alternatives considered in the final EIS, additional alternatives, alternative means of implementing Legacy parkway, and modified build and no-build alternatives. Five action alternatives remain for detailed consideration and Alternative D, in a modified form, continues to be the preferred alternative. Estimated costs of the remaining build alternatives range from $436.1 million to $547.5 million. POSITIVE IMPACTS: The parkway would provide for safe and efficient movement of people and goods project for the area through the year 2020. The facility would also provide an alternative north-south route through the North Corridor for use when I-15 is closed or congested. An additional high-speed route for emergency vehicles would be available. The parkway would constitute a buffer zone between developed areas the the Great Salt Lake ecosystem. A significant expanse of potentially developable land would lie adjacent to the alignments under consideration. NEGATIVE IMPACTS: Depending on the build alternative considered, the project would result in the filling of 107 to 182 acres of wetlands and indirect impacts to 539 to 1,011 acres of wetlands. Rights-of-way development would also result in the displacement of four to 17 residences, nine to 16 businesses, up to two farmsteads, eight to 16 horse paddocks, 23 to 88 acres of prime farmland, and up to two acres of farmland of state importance. Two or three archaeological sites and two historic sites as well as an off-highway vehicle corridor along the Jordan River would be affected, and as many as one wildlife management area could be affected. Traffic-generated noise would exceed federal standards in the vicinity of 250 to 486 sensitive receptor 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, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 98-0381D, Volume 22, Number 4 and 00-0425F, Volume 24, Number 4, respectively. For the abstract of the draft supplemental EIS, see 05-0392D, Volume 29, Number 3. JF - EPA number: 050466, Volume I--1,147 pages, Volume II, November 2005 PY - 2005 VL - 2 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-98-02-FS KW - Archaeological Sites KW - Cost Assessments KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 106 Statements KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Utah KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380490?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LEGACY+PARKWAY%2C+I-215+AT+2100+NORTH+IN+SALT+LAKE+CITY+TO+I-15+AND+U.S.+89+NEAR+FARMINGTON+IN+SALT+LAKE+AND+DAVIS+COUNTIES%2C+UTAH+%28FINAL+SUPPLEMENT+TO+TE+FINAL+ENVIRONMENTAL+STATEMENT+OF+JUNE+2000%29.&rft.title=LEGACY+PARKWAY%2C+I-215+AT+2100+NORTH+IN+SALT+LAKE+CITY+TO+I-15+AND+U.S.+89+NEAR+FARMINGTON+IN+SALT+LAKE+AND+DAVIS+COUNTIES%2C+UTAH+%28FINAL+SUPPLEMENT+TO+TE+FINAL+ENVIRONMENTAL+STATEMENT+OF+JUNE+2000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Final. Preparation date: November 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - LEGACY PARKWAY, I-215 AT 2100 NORTH IN SALT LAKE CITY TO I-15 AND U.S. 89 NEAR FARMINGTON IN SALT LAKE AND DAVIS COUNTIES, UTAH (FINAL SUPPLEMENT TO TE FINAL ENVIRONMENTAL STATEMENT OF JUNE 2000). [Part 1 of 3] T2 - LEGACY PARKWAY, I-215 AT 2100 NORTH IN SALT LAKE CITY TO I-15 AND U.S. 89 NEAR FARMINGTON IN SALT LAKE AND DAVIS COUNTIES, UTAH (FINAL SUPPLEMENT TO TE FINAL ENVIRONMENTAL STATEMENT OF JUNE 2000). AN - 36368256; 050143F-050466_0001 AB - PURPOSE: Construction of the Legacy Parkway, extending 14 miles from Interstate 215 (I-215) at 2100 North in Salt Lake City to the intersection of I-15 and U.S. 89 near Farmington in Salt Lake and Davis Counties, Utah is proposed. The four-lane, limited-access, divided highway would be constructed to provide a portion of the highway facilities needed in the North Corridor for the year 2020. A multiple-use trail for pedestrians, bicyclists, and equestrians would parallel the highway. Five alternatives, including a No-Build Alternative, and a number of other options were considered in the December 2004 final EIS. Alternative A, the easternmost alternative, would include two frontage roads and, under one option, would extend from south of Pages Lane in West Bountiful to north of Parrish Lane in Centerville. Alternative B, the westernmost alignment, in North Salt Lake and Farmington, would include four frontage roads. Termini for Alternative B would be the I-15/U.S. 89 interchange and I-15 in Kaysville; a split connection would branch off in the vicinity of Lund Lane in Farmington. Alternative C, which is the westernmost alignment in Centerville, would include two frontage roads. Option C1 would lie west of Sheep Road and extend from approximately two miles north of Parrish Lane to approximately 0.6 mile south of Lund Lane in Centerville. Option C2 would extend from Center Street to a point approximately 0.9 mile north of 900 North in North Salt Lake City; it would lie 328 feet west of Alternative C. The preferred alternative (Alternative D) would consist of a combination of alternatives A and C. South of 900 North in Woods Cross, the PA would follow the Alternative C alignment. Just north of 900 North, the PA alignment would transition to the Alternative A alignment. The PA would continue on the alternative A alignment to a point just north of 500 South in West Bountiful, then transition to an alignment approximately 263 feet east of and parallel to Alternative C. Alternative D would rejoin Alternative C just south of Pages Lane in West Bountiful and remain conterminous with Alternative C to Porter Land in Davis County. At this point, Alternative D would transition east and coincide with Alternative A just south of Parrish Lane in Centerville. From this point to the I-15/U.S. 89 interchange, the PA would be coterminous with Alternative A. This final supplement to the final EIS provides updated information and responds to a U.S. Court of Appears judgment indicating that the following issues were in need of further review: the practability of a narrower rights-of-way; elimination of one alignment as a feasible alternative based on cost and substantial impacts on existing development; integration of Legacy Parkway with the mass transit system; alternative certain project sequencing of components; and impacts on wildlife. The supplement addresses alternatives considered in the final EIS, additional alternatives, alternative means of implementing Legacy parkway, and modified build and no-build alternatives. Five action alternatives remain for detailed consideration and Alternative D, in a modified form, continues to be the preferred alternative. Estimated costs of the remaining build alternatives range from $436.1 million to $547.5 million. POSITIVE IMPACTS: The parkway would provide for safe and efficient movement of people and goods project for the area through the year 2020. The facility would also provide an alternative north-south route through the North Corridor for use when I-15 is closed or congested. An additional high-speed route for emergency vehicles would be available. The parkway would constitute a buffer zone between developed areas the the Great Salt Lake ecosystem. A significant expanse of potentially developable land would lie adjacent to the alignments under consideration. NEGATIVE IMPACTS: Depending on the build alternative considered, the project would result in the filling of 107 to 182 acres of wetlands and indirect impacts to 539 to 1,011 acres of wetlands. Rights-of-way development would also result in the displacement of four to 17 residences, nine to 16 businesses, up to two farmsteads, eight to 16 horse paddocks, 23 to 88 acres of prime farmland, and up to two acres of farmland of state importance. Two or three archaeological sites and two historic sites as well as an off-highway vehicle corridor along the Jordan River would be affected, and as many as one wildlife management area could be affected. Traffic-generated noise would exceed federal standards in the vicinity of 250 to 486 sensitive receptor 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, as amended (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft and final EISs, see 98-0381D, Volume 22, Number 4 and 00-0425F, Volume 24, Number 4, respectively. For the abstract of the draft supplemental EIS, see 05-0392D, Volume 29, Number 3. JF - EPA number: 050466, Volume I--1,147 pages, Volume II, November 2005 PY - 2005 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-98-02-FS KW - Archaeological Sites KW - Cost Assessments KW - Farmlands KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Assessments KW - Noise Standards Violations KW - Preserves KW - Recreation Resources KW - Relocations-Property Acquisitions KW - Section 106 Statements KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Transportation Surveys KW - Wetlands KW - Wildlife Habitat KW - Utah KW - Department of Transportation Act of 1966, Compliance KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368256?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-11-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LEGACY+PARKWAY%2C+I-215+AT+2100+NORTH+IN+SALT+LAKE+CITY+TO+I-15+AND+U.S.+89+NEAR+FARMINGTON+IN+SALT+LAKE+AND+DAVIS+COUNTIES%2C+UTAH+%28FINAL+SUPPLEMENT+TO+TE+FINAL+ENVIRONMENTAL+STATEMENT+OF+JUNE+2000%29.&rft.title=LEGACY+PARKWAY%2C+I-215+AT+2100+NORTH+IN+SALT+LAKE+CITY+TO+I-15+AND+U.S.+89+NEAR+FARMINGTON+IN+SALT+LAKE+AND+DAVIS+COUNTIES%2C+UTAH+%28FINAL+SUPPLEMENT+TO+TE+FINAL+ENVIRONMENTAL+STATEMENT+OF+JUNE+2000%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Final. Preparation date: November 2005 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Predicting the effect of various ISA penetration grades on pedestrian safety by simulation AN - 19521425; 7511150 AB - Intelligent speed adaption (ISA) is one type of vehicle-based intelligent transportation systems (ITS), which warns and regulates driving speed according to the speed limits of the roads. Early field studies showed that ISA could reduce general mean speed levels and their variances in different road environments. This paper studies the effects of various ISA penetration grades on pedestrian safety in a single lane road. A microscopic traffic simulation tool, TPMA, was further developed and used to implement different ISA penetration grades. Momentary spot speed and traffic flow data are first logged in the traffic simulation for later prediction of pedestrian safety. Then a hypothetical vehicle-pedestrian collision model is extended from early researches in order to estimate two safety indicators: probability of collision, and risk of death. Finally, Monte Carlo method is applied iteratively to compute those safety indices. The computational result shows that raising ISA penetration in traffic flow will reduce both the probability of mid-block collision between vehicle and pedestrian and the risk of death in the collision accidents. Furthermore, the decrease of the risk of death will be more prominent than that of the collision probability according to this method. JF - Accident Analysis & Prevention AU - Ma, Xiaoliang AU - Andreasson, Ingmar AD - Center for Traffic Simulation Research (CTR), Royal Institute of Technology (KTH), Department of Transportation and Logistics, Teknikringen 72, 100 44 Stockholm, Sweden, liang@ctr.kth.se Y1 - 2005/11// PY - 2005 DA - Nov 2005 SP - 1162 EP - 1169 PB - Elsevier Science Ltd., Pergamon, P.O. Box 800 Kidlington Oxford OX5 1DX UK, [mailto:nlinfo-f@elsevier.nl], [URL:http://www.elsevier.nl] VL - 37 IS - 6 SN - 0001-4575, 0001-4575 KW - intelligent transportation systems KW - Risk Abstracts; Health & Safety Science Abstracts KW - ISA penetration KW - Pedestrian safety KW - Collision model KW - TPMA simulation KW - Monte Carlo experiment KW - Mortality KW - Accidents KW - traffic KW - driving ability KW - Safety systems KW - pedestrians KW - prevention KW - Simulation KW - Flow rates KW - R2 23020:Technological risks KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19521425?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ariskabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Accident+Analysis+%26+Prevention&rft.atitle=Predicting+the+effect+of+various+ISA+penetration+grades+on+pedestrian+safety+by+simulation&rft.au=Ma%2C+Xiaoliang%3BAndreasson%2C+Ingmar&rft.aulast=Ma&rft.aufirst=Xiaoliang&rft.date=2005-11-01&rft.volume=37&rft.issue=6&rft.spage=1162&rft.isbn=&rft.btitle=&rft.title=Accident+Analysis+%26+Prevention&rft.issn=00014575&rft_id=info:doi/10.1016%2Fj.aap.2005.06.017 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2007-08-01 N1 - Last updated - 2015-04-01 N1 - SubjectsTermNotLitGenreText - Mortality; Accidents; traffic; driving ability; Safety systems; prevention; pedestrians; Simulation; Flow rates DO - http://dx.doi.org/10.1016/j.aap.2005.06.017 ER - TY - CPAPER T1 - Vegetative Restoration and Management of Wetland and Upland Systems in Minnesota T2 - 2005 Annual Conference on Ecosystems Restoration and Creation AN - 39756859; 4040882 JF - 2005 Annual Conference on Ecosystems Restoration and Creation AU - Jacobson, Robert L Y1 - 2005/10/27/ PY - 2005 DA - 2005 Oct 27 KW - USA, Minnesota KW - Wetlands KW - Habitat improvement KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39756859?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2005+Annual+Conference+on+Ecosystems+Restoration+and+Creation&rft.atitle=Vegetative+Restoration+and+Management+of+Wetland+and+Upland+Systems+in+Minnesota&rft.au=Jacobson%2C+Robert+L&rft.aulast=Jacobson&rft.aufirst=Robert&rft.date=2005-10-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2005+Annual+Conference+on+Ecosystems+Restoration+and+Creation&rft.issn=&rft_id=info:doi/ L2 - http://www.hccfl.edu/depts/detp/ecoconfagenda05.html LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Population Growth Round Table T2 - 2005 GIS Conference (AGIC 2005) AN - 40122887; 4000436 JF - 2005 GIS Conference (AGIC 2005) AU - Harrington, Rick Y1 - 2005/10/26/ PY - 2005 DA - 2005 Oct 26 KW - Population growth KW - Population dynamics KW - U 5500:Geoscience UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40122887?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2005+GIS+Conference+%28AGIC+2005%29&rft.atitle=Population+Growth+Round+Table&rft.au=Harrington%2C+Rick&rft.aulast=Harrington&rft.aufirst=Rick&rft.date=2005-10-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2005+GIS+Conference+%28AGIC+2005%29&rft.issn=&rft_id=info:doi/ L2 - http://agic.az.gov/agic2005/agenda.htm#imagery LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2007-09-05 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - What Is Vrs (Virtual Reference Station) and Why Is It So Import? T2 - 2005 GIS Conference (AGIC 2005) AN - 40040302; 4000442 JF - 2005 GIS Conference (AGIC 2005) AU - Dallager, Brian Y1 - 2005/10/26/ PY - 2005 DA - 2005 Oct 26 KW - Remote sensing KW - Geographic information systems KW - U 5500:Geoscience UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40040302?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2005+GIS+Conference+%28AGIC+2005%29&rft.atitle=What+Is+Vrs+%28Virtual+Reference+Station%29+and+Why+Is+It+So+Import%3F&rft.au=Dallager%2C+Brian&rft.aulast=Dallager&rft.aufirst=Brian&rft.date=2005-10-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2005+GIS+Conference+%28AGIC+2005%29&rft.issn=&rft_id=info:doi/ L2 - http://agic.az.gov/agic2005/agenda.htm#imagery LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2007-09-05 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Seismogenic Flow Slides Within Summer Lake Basin, South-Central Oregon T2 - 2005 Annual Meeting and Exposition of the Geological Society of America (SLC 2005) AN - 40133605; 4015692 JF - 2005 Annual Meeting and Exposition of the Geological Society of America (SLC 2005) AU - Badger, Thomas C AU - Trandafir, Aurelian C AU - Watters, Robert J Y1 - 2005/10/16/ PY - 2005 DA - 2005 Oct 16 KW - USA, Oregon KW - USA, Oregon, Summer L. KW - Lake basins KW - Basins KW - Seasonal variations KW - U 5500:Geoscience UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/40133605?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=2005+Annual+Meeting+and+Exposition+of+the+Geological+Society+of+America+%28SLC+2005%29&rft.atitle=Seismogenic+Flow+Slides+Within+Summer+Lake+Basin%2C+South-Central+Oregon&rft.au=Badger%2C+Thomas+C%3BTrandafir%2C+Aurelian+C%3BWatters%2C+Robert+J&rft.aulast=Badger&rft.aufirst=Thomas&rft.date=2005-10-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2005+Annual+Meeting+and+Exposition+of+the+Geological+Society+of+America+%28SLC+2005%29&rft.issn=&rft_id=info:doi/ L2 - http://www.geosociety.org/meetings/2005/ LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2007-09-05 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - UNITED STATES HIGHWAY 12, US 12/WIS 26 NORTH FORT ATKINSON INTERCHANGE TO WHITEWATER BYPASS, ROCK AND JEFFERSON COUNTIES, WISCONSIN. [Part 1 of 1] T2 - UNITED STATES HIGHWAY 12, US 12/WIS 26 NORTH FORT ATKINSON INTERCHANGE TO WHITEWATER BYPASS, ROCK AND JEFFERSON COUNTIES, WISCONSIN. AN - 36378638; 050136D-050433_0001 AB - PURPOSE: The improvement of US 12/Wisconsin 26 from the North Fort Atkinson interchange to the Whitewater bypass in Rock and Jefferson counties of southwestern Wisconsin is proposed. The segment of US 12 under consideration extends from Whitewater to Fort Atkinson, beginning at the US 12 Whitewater Bypass, west of Whitewater, continuing north along US 12 through the town of Koshkonong and the City of Fort Atkinson, and proceeding to. The northern terminus at the North Fort Atkinson WIS 26 bypass interchange. US 12 is a part of the National Highway System and is classified as a connector route in the Corridors 2020 state highway plan. US 12 currently bisects the City of Fort Atkinson on a split route through residential areas and the central business district. A needs assessment showed existing and increasing congestion and safety problems on the existing route. The roadway is a two-lane facility, except in the central business district of Fort Atkinson and near the North Fort Atkinson interchange, where it is a four-lane divided highway. Alternative improvements of a broad range of type and intensity were proposed to improve the regional mobility of the US 12 highway system in the Fort Atkinson area. Six alternatives, including a transportation systems management (TSM) alternative, four build alternatives, and the No Action Alternative, are considered. Potential improvements ranged from the No Action Alternative to improving the existing alignment to building a new bypass of Fort Atkinson, to rerouting US 12 on another corridor. A preferred alternative has not been identified. Cost of the TSM alternative is estimated at $5.1 million, while the cost estimates for the build alternatives range from $23.9 million and $50.5 million. POSITIVE IMPACTS: The project would Improve current and future regional traffic flows to serve interstate and inter-regional travelers; improve safety for users including pedestrians, bicyclists and motor vehicles; accommodate heavy traffic volumes, including heavy trucks, so that the roadway meets the role of a Corridors 2020 and National Highway System (NHS) route; and improve the level of service of US 12 along the study corridor. NEGATIVE IMPACTS: Rights-of-way development under the build alternatives would displace 94 to 351 acres, including one to 12 acres of wetlands, 83 to 247 acres of farmland within 17 to 37 agricultural operations, one to two farms entirely, 14 to 41 residences, one to four businesses, and up to 21 acres of woodland. The project would encroach on floodplain land, up to six historic sites/districts and one to six archaeological sites. Habitat for endangered species would be affected under three build alternatives. Traffic-generated would exceed federal standards 15 to 86 sensitive receptor sites. Construction workers would encounter two to 79 hazardous materials sites. Secondary development resulting from increased accessibility within the region would affect additional natural and socioeconomic resources. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 050433, 423 pages, October 13, 2005 PY - 2005 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-05-01-D KW - Archaeological Sites KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Wisconsin KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378638?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-10-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=UNITED+STATES+HIGHWAY+12%2C+US+12%2FWIS+26+NORTH+FORT+ATKINSON+INTERCHANGE+TO+WHITEWATER+BYPASS%2C+ROCK+AND+JEFFERSON+COUNTIES%2C+WISCONSIN.&rft.title=UNITED+STATES+HIGHWAY+12%2C+US+12%2FWIS+26+NORTH+FORT+ATKINSON+INTERCHANGE+TO+WHITEWATER+BYPASS%2C+ROCK+AND+JEFFERSON+COUNTIES%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: October 13, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - UNITED STATES HIGHWAY 12, US 12/WIS 26 NORTH FORT ATKINSON INTERCHANGE TO WHITEWATER BYPASS, ROCK AND JEFFERSON COUNTIES, WISCONSIN. AN - 16354300; 11775 AB - PURPOSE: The improvement of US 12/Wisconsin 26 from the North Fort Atkinson interchange to the Whitewater bypass in Rock and Jefferson counties of southwestern Wisconsin is proposed. The segment of US 12 under consideration extends from Whitewater to Fort Atkinson, beginning at the US 12 Whitewater Bypass, west of Whitewater, continuing north along US 12 through the town of Koshkonong and the City of Fort Atkinson, and proceeding to. The northern terminus at the North Fort Atkinson WIS 26 bypass interchange. US 12 is a part of the National Highway System and is classified as a connector route in the Corridors 2020 state highway plan. US 12 currently bisects the City of Fort Atkinson on a split route through residential areas and the central business district. A needs assessment showed existing and increasing congestion and safety problems on the existing route. The roadway is a two-lane facility, except in the central business district of Fort Atkinson and near the North Fort Atkinson interchange, where it is a four-lane divided highway. Alternative improvements of a broad range of type and intensity were proposed to improve the regional mobility of the US 12 highway system in the Fort Atkinson area. Six alternatives, including a transportation systems management (TSM) alternative, four build alternatives, and the No Action Alternative, are considered. Potential improvements ranged from the No Action Alternative to improving the existing alignment to building a new bypass of Fort Atkinson, to rerouting US 12 on another corridor. A preferred alternative has not been identified. Cost of the TSM alternative is estimated at $5.1 million, while the cost estimates for the build alternatives range from $23.9 million and $50.5 million. POSITIVE IMPACTS: The project would Improve current and future regional traffic flows to serve interstate and inter-regional travelers; improve safety for users including pedestrians, bicyclists and motor vehicles; accommodate heavy traffic volumes, including heavy trucks, so that the roadway meets the role of a Corridors 2020 and National Highway System (NHS) route; and improve the level of service of US 12 along the study corridor. NEGATIVE IMPACTS: Rights-of-way development under the build alternatives would displace 94 to 351 acres, including one to 12 acres of wetlands, 83 to 247 acres of farmland within 17 to 37 agricultural operations, one to two farms entirely, 14 to 41 residences, one to four businesses, and up to 21 acres of woodland. The project would encroach on floodplain land, up to six historic sites/districts and one to six archaeological sites. Habitat for endangered species would be affected under three build alternatives. Traffic-generated would exceed federal standards 15 to 86 sensitive receptor sites. Construction workers would encounter two to 79 hazardous materials sites. Secondary development resulting from increased accessibility within the region would affect additional natural and socioeconomic resources. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 050433, 423 pages, October 13, 2005 PY - 2005 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-05-01-D KW - Archaeological Sites KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Districts KW - Historic Sites KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Transportation KW - Wetlands KW - Wisconsin KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16354300?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-10-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=UNITED+STATES+HIGHWAY+12%2C+US+12%2FWIS+26+NORTH+FORT+ATKINSON+INTERCHANGE+TO+WHITEWATER+BYPASS%2C+ROCK+AND+JEFFERSON+COUNTIES%2C+WISCONSIN.&rft.title=UNITED+STATES+HIGHWAY+12%2C+US+12%2FWIS+26+NORTH+FORT+ATKINSON+INTERCHANGE+TO+WHITEWATER+BYPASS%2C+ROCK+AND+JEFFERSON+COUNTIES%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 13, 2005 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - CENTRAL LINK LIGHT RAIL TRANSIT PROJECT: NORTH LINK, SEATTLE, UKWILA AND SEATAC, WASHINGTON (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 1999). [Part 1 of 1] T2 - CENTRAL LINK LIGHT RAIL TRANSIT PROJECT: NORTH LINK, SEATTLE, UKWILA AND SEATAC, WASHINGTON (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 1999). AN - 36378793; 050134D-050427_0001 AB - PURPOSE: The construction and operation of an electric light-rail transit system in the Central Puget Sound region (Seattle, Tukwila, and SeaTac) of west-central Washington are proposed by the Central Puget Sound Regional Transit Authority (Sound Transit). The light-rail system, to be known as Central Link, would operate in an exclusive and semi-exclusive right-of-way between North Seattle and the city of SeaTac. The project would constitute a component of Sound Move, the 10-year program for regional high-capacity transportation. Issues addressed in the final EIS of November 1999 included those related to land use and economic development, displacement and relocation, neighborhoods and environmental justice, visual and aesthetic resources, air quality, noise and vibration, ecosystems, water quality and hydrology, energy use, geology and soils, hazardous materials, electromagnetic radiation, public services, utilities, historic and archaeologic sites, parklands, construction impacts, and cumulative impacts. Alternatives considered included a No-Build Alternative, two light-rail length alternatives, 24 rail route alternatives, 61 station options, and three alternative maintenance base sites. With 24 to 29 miles of light-rail line, the corridor is divided into six geographic segments, including: Segment A - Northgate to University District; Segment B - University District to Westlake Station; Segment C - Westlake Station to South McClellan Street; Segment D - South McClellan Street to Boeing Access, Segment E - Tukwila; and Segment F - SeaTac. For each segment, two to five route alternatives were considered. The segment alternatives would be linked to create a complete, operable light-rail system. System length alternatives would extend from the city of SeaTac, just south of Seattle-Tacoma (SeaTac) International Airport, to either Northeast Forty-Fifth Street (the University District) or Northgate in Seattle. Depending on the final decision with respect to alternative options, costs of the project, as estimated in the final EIS, ranged from $1.1 billion to $2.1 billion. Locally preferred alternatives were identified for all but one segment, but no decision was made within the final EIS by the federal authorities. This draft supplement to the final EIS addresses alternatives related to the North Link Light Rail component of the project. North Link is a light rail extension from downtown Seattle to the University District and Northgate (Figure S-1). North Link is the northern section of the Central Link Light Rail Transit Project, a 25-mile light rail line extending from SeaTac to north Seattle. The final EIS on the Central Link project selected the original project route and stations from Northeast 45th Street in the University District of Seattle to South 200th Street in SeaTac. At that time, Sound Transit did not identify a project route for the northernmost section of the project from the University District to Northgate. As the Central Link project continued, construction risk challenges were identified in tunnel sections of the original project route from downtown Seattle to the University District, and costs exceeded forecasts. In late 2001, Sound Transit initiated new engineering and environmental planning for North Link. This 2005 Draft SEIS focuses on recent design refinements for North Link, primarily affecting the preferred alternative. The preferred alternative analyzed here will connect to the rail system's initial segment in downtown Seattle and extend the system north to Capitol Hill, the University District, Roosevelt, and Northgate. Design changes affecting environmental impacts include the Capitol Hill Station, Brooklyn Station, Roosevelt Station, and alignments along 1-5. This draft supplemental EIS supplements the Central Link Light Rail Transit Project Final EIS of November 1999 and the previous North Link draft SEIS of November 2003. POSITIVE IMPACTS: The system would connect the region's major activity centers, including Northgate, Roosevelt, the University District, Capitol Hill, First Hill, downtown Seattle, the Rainier Valley area, the City of Tukwila, and city of SeaTack, and the Sea-Tack International Airport. Seattle Center and Southcenter Mall could also be served. These areas include the state's highest employment concentrations and contain the highest transit ridership. The system would expand transit capacity within the region's most densely populated and congested corridor, provide a practical alternative to driving on increasingly congested roadways, support comprehensive land use and transportation planning, provide environmental benefits, and improve mobility for travel-disadvantaged residents along he corridor. NEGATIVE IMPACTS: System development would result residential and commercial displacements, affect historic and archaeologic resources and parkland and wetland, impede non-motorized access at some locations. Vegetation and associated wildlife would be destroyed in some areas. Some neighborhoods, including those with low-income and minority populations, would suffer some impacts due to the visual intrusion of rail structures into their neighborhoods and barriers to movement resulting from the presence of the structures. Hazardous materials sites would be encountered during construction. System operation would result in some impacts due to noise and vibration. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (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 abstracts of the draft and final EISs, see 99-0066D, Volume 23, Number 1 and 00-0096F, Volume 24, Number 1, respectively. For the abstracts of previous draft and final supplemental EISs, see 01-0051D, Volume 25, Number 1 and 02-0071F, Volume 25, Number 1, and 04-0216D, Volume 28, Number 2. JF - EPA number: 050427, 222 pages, October 7, 2005 PY - 2005 VL - 1 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Hazardous Materials KW - Historic Sites KW - Historic Sites Surveys KW - Land Use KW - Minorities KW - Noise KW - Noise Assessments KW - Parking KW - Parks KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance KW - Urban Mass Transportation Act of 1964, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378793?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-10-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+LINK+LIGHT+RAIL+TRANSIT+PROJECT%3A+NORTH+LINK%2C+SEATTLE%2C+UKWILA+AND+SEATAC%2C+WASHINGTON+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1999%29.&rft.title=CENTRAL+LINK+LIGHT+RAIL+TRANSIT+PROJECT%3A+NORTH+LINK%2C+SEATTLE%2C+UKWILA+AND+SEATAC%2C+WASHINGTON+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1999%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: October 7, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - CENTRAL LINK LIGHT RAIL TRANSIT PROJECT: NORTH LINK, SEATTLE, UKWILA AND SEATAC, WASHINGTON (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF NOVEMBER 1999). AN - 16344843; 11772 AB - PURPOSE: The construction and operation of an electric light-rail transit system in the Central Puget Sound region (Seattle, Tukwila, and SeaTac) of west-central Washington are proposed by the Central Puget Sound Regional Transit Authority (Sound Transit). The light-rail system, to be known as Central Link, would operate in an exclusive and semi-exclusive right-of-way between North Seattle and the city of SeaTac. The project would constitute a component of Sound Move, the 10-year program for regional high-capacity transportation. Issues addressed in the final EIS of November 1999 included those related to land use and economic development, displacement and relocation, neighborhoods and environmental justice, visual and aesthetic resources, air quality, noise and vibration, ecosystems, water quality and hydrology, energy use, geology and soils, hazardous materials, electromagnetic radiation, public services, utilities, historic and archaeologic sites, parklands, construction impacts, and cumulative impacts. Alternatives considered included a No-Build Alternative, two light-rail length alternatives, 24 rail route alternatives, 61 station options, and three alternative maintenance base sites. With 24 to 29 miles of light-rail line, the corridor is divided into six geographic segments, including: Segment A - Northgate to University District; Segment B - University District to Westlake Station; Segment C - Westlake Station to South McClellan Street; Segment D - South McClellan Street to Boeing Access, Segment E - Tukwila; and Segment F - SeaTac. For each segment, two to five route alternatives were considered. The segment alternatives would be linked to create a complete, operable light-rail system. System length alternatives would extend from the city of SeaTac, just south of Seattle-Tacoma (SeaTac) International Airport, to either Northeast Forty-Fifth Street (the University District) or Northgate in Seattle. Depending on the final decision with respect to alternative options, costs of the project, as estimated in the final EIS, ranged from $1.1 billion to $2.1 billion. Locally preferred alternatives were identified for all but one segment, but no decision was made within the final EIS by the federal authorities. This draft supplement to the final EIS addresses alternatives related to the North Link Light Rail component of the project. North Link is a light rail extension from downtown Seattle to the University District and Northgate (Figure S-1). North Link is the northern section of the Central Link Light Rail Transit Project, a 25-mile light rail line extending from SeaTac to north Seattle. The final EIS on the Central Link project selected the original project route and stations from Northeast 45th Street in the University District of Seattle to South 200th Street in SeaTac. At that time, Sound Transit did not identify a project route for the northernmost section of the project from the University District to Northgate. As the Central Link project continued, construction risk challenges were identified in tunnel sections of the original project route from downtown Seattle to the University District, and costs exceeded forecasts. In late 2001, Sound Transit initiated new engineering and environmental planning for North Link. This 2005 Draft SEIS focuses on recent design refinements for North Link, primarily affecting the preferred alternative. The preferred alternative analyzed here will connect to the rail system's initial segment in downtown Seattle and extend the system north to Capitol Hill, the University District, Roosevelt, and Northgate. Design changes affecting environmental impacts include the Capitol Hill Station, Brooklyn Station, Roosevelt Station, and alignments along 1-5. This draft supplemental EIS supplements the Central Link Light Rail Transit Project Final EIS of November 1999 and the previous North Link draft SEIS of November 2003. POSITIVE IMPACTS: The system would connect the region's major activity centers, including Northgate, Roosevelt, the University District, Capitol Hill, First Hill, downtown Seattle, the Rainier Valley area, the City of Tukwila, and city of SeaTack, and the Sea-Tack International Airport. Seattle Center and Southcenter Mall could also be served. These areas include the state's highest employment concentrations and contain the highest transit ridership. The system would expand transit capacity within the region's most densely populated and congested corridor, provide a practical alternative to driving on increasingly congested roadways, support comprehensive land use and transportation planning, provide environmental benefits, and improve mobility for travel-disadvantaged residents along he corridor. NEGATIVE IMPACTS: System development would result residential and commercial displacements, affect historic and archaeologic resources and parkland and wetland, impede non-motorized access at some locations. Vegetation and associated wildlife would be destroyed in some areas. Some neighborhoods, including those with low-income and minority populations, would suffer some impacts due to the visual intrusion of rail structures into their neighborhoods and barriers to movement resulting from the presence of the structures. Hazardous materials sites would be encountered during construction. System operation would result in some impacts due to noise and vibration. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966, as amended (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 abstracts of the draft and final EISs, see 99-0066D, Volume 23, Number 1 and 00-0096F, Volume 24, Number 1, respectively. For the abstracts of previous draft and final supplemental EISs, see 01-0051D, Volume 25, Number 1 and 02-0071F, Volume 25, Number 1, and 04-0216D, Volume 28, Number 2. JF - EPA number: 050427, 222 pages, October 7, 2005 PY - 2005 KW - Roads and Railroads KW - Air Quality KW - Archaeological Sites KW - Hazardous Materials KW - Historic Sites KW - Historic Sites Surveys KW - Land Use KW - Minorities KW - Noise KW - Noise Assessments KW - Parking KW - Parks KW - Rapid Transit Systems KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Washington KW - Department of Transportation Act of 1966, Compliance KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition, Compliance KW - Urban Mass Transportation Act of 1964, Funding UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16344843?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-10-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CENTRAL+LINK+LIGHT+RAIL+TRANSIT+PROJECT%3A+NORTH+LINK%2C+SEATTLE%2C+UKWILA+AND+SEATAC%2C+WASHINGTON+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1999%29.&rft.title=CENTRAL+LINK+LIGHT+RAIL+TRANSIT+PROJECT%3A+NORTH+LINK%2C+SEATTLE%2C+UKWILA+AND+SEATAC%2C+WASHINGTON+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+NOVEMBER+1999%29.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Transit Administration, Seattle, Washington; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: October 7, 2005 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Calibration of dynamic analysis methods from field test data AN - 742877209; 2010-034058 AB - In view of the heterogeneity of natural soil deposits and approximations made in analysis methods, in situ methods of determining soil parameters are highly desirable. The problem of interest here is the nonlinear dynamic behavior of pile foundations. It is shown in this paper that soil parameters needed for simplified dynamic analysis of a single pile may be back-calculated from the dynamic response of the pile measured in the field. A pile was excited by applying a large horizontal dynamic force at the pile-head level, and the response measured. In this paper, two different (simplified) methods of modeling the dynamic response of the pile are considered. One of the methods is based on the Winkler foundation approach, with the spring constant characterized by the so-called nonlinear p-y springs. The second method is based on the equivalent-linear finite element approach, with the nonlinearity of shear modulus and damping accounted for by employing the so-called degradation relationships. In the latter, the effect of interface nonlinearity is also considered. Starting with best estimates of soil parameters, the experimental data on the response of pile is used to fine-tune the values of the parameters, and thereby, to estimate parameters that are representative of in situ soil conditions. JF - Soil Dynamics and Earthquake Engineering (1984) AU - Anandarajah, A AU - Zhang, J AU - Ealy, C A2 - Nogami, Toyoaki A2 - Anandarajah, A. Rajah A2 - Elgamal, Ahmed A2 - Towhata, Ikuo Y1 - 2005/10// PY - 2005 DA - October 2005 SP - 763 EP - 772 PB - Elsevier, Southampton VL - 25 IS - 7-10 SN - 0267-7261, 0267-7261 KW - soil mechanics KW - experimental studies KW - degradation KW - behavior KW - elastic constants KW - finite element analysis KW - attenuation KW - foundations KW - soil-structure interface KW - dynamics KW - Winkler method KW - piles KW - shear modulus KW - field studies KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/742877209?accountid=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=Soil+Dynamics+and+Earthquake+Engineering+%281984%29&rft.atitle=Calibration+of+dynamic+analysis+methods+from+field+test+data&rft.au=Anandarajah%2C+A%3BZhang%2C+J%3BEaly%2C+C&rft.aulast=Anandarajah&rft.aufirst=A&rft.date=2005-10-01&rft.volume=25&rft.issue=7-10&rft.spage=763&rft.isbn=&rft.btitle=&rft.title=Soil+Dynamics+and+Earthquake+Engineering+%281984%29&rft.issn=02677261&rft_id=info:doi/10.1016%2Fj.soildyn.2004.11.030 L2 - http://www.sciencedirect.com/science/journal/02677261 LA - English DB - GeoRef N1 - Conference title - 11th international conference on Soil dynamics and earthquake engineering N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data from CAPCAS, Elsevier Scientific Publishers, Amsterdam, Netherlands N1 - Date revised - 2010-01-01 N1 - SuppNotes - Based on Publisher-supplied data N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - attenuation; behavior; degradation; dynamics; elastic constants; experimental studies; field studies; finite element analysis; foundations; piles; shear modulus; soil mechanics; soil-structure interface; Winkler method DO - http://dx.doi.org/10.1016/j.soildyn.2004.11.030 ER - TY - JOUR T1 - Carboxyhemoglobin and blood cyanide concentrations in relation to aviation accidents. AN - 68703942; 16235883 AB - It is important in aviation accident investigations to determine if a fire occurred during flight or after the crash and to establish the source(s) of the toxic gases. Bio-specimens from aviation accident fatalities are submitted to CAMI for analyses. In blood, CO is analyzed as carboxyhemoglobin (COHb) and hydrogen cyanide as cyanide (CN-). Analytical data were stored in a database, and this database was searched for the period of 1990-2002 for the presence of COHb and CN in the submitted cases. Out of 5945 cases, there were 223 (4%) cases wherein COHb was > or = 10%. Of the 223 cases, fire was reported with 201, no fire with 21, and undetermined fire status with 1. CN concentrations were at or above 0.25 microg x ml(-1) in 103 of the 201 fire-related cases. None of the 21 non-fire cases had CN-, but nicotine was detected in 9 of the cases. All non-fire cases with COHb > 30% (four cases) were associated with exhaust leaks. Of the 223 cases, COHb-CN- fractional toxic concentration (FTC) was lethal only in 31 cases with elevated CN levels. The presence of COHb and CN in elevated concentrations in the blood of victims found by autopsy to have died on impact would indicate an in-flight fire. In the absence of fire and CN-, the elevated COHb concentrations would suggest an exhaust leak, particularly at COHb > 30%. The findings of this study also suggest that, in addition to COHb, CN plays a detrimental role in fire-associated aviation accident fatalities. JF - Aviation, space, and environmental medicine AU - Canfield, Dennis V AU - Chaturvedi, Arvind K AU - Dubowski, Kurt M AD - Civil Aerospace Medical Institute, Federal Aviation Administration, Oklahoma City, OK, USA. dennis.canfield@faa.gov Y1 - 2005/10// PY - 2005 DA - October 2005 SP - 978 EP - 980 VL - 76 IS - 10 SN - 0095-6562, 0095-6562 KW - Hydrogen Cyanide KW - 2WTB3V159F KW - Carbon Monoxide KW - 7U1EE4V452 KW - Carboxyhemoglobin KW - 9061-29-4 KW - Index Medicus KW - Space life sciences KW - Forensic Medicine KW - Carbon Monoxide -- blood KW - Humans KW - Retrospective Studies KW - Cause of Death KW - Hydrogen Cyanide -- blood KW - Fires KW - Accidents, Aviation KW - Carboxyhemoglobin -- analysis KW - Carbon Monoxide Poisoning -- diagnosis UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/68703942?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Atoxline&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Aviation%2C+space%2C+and+environmental+medicine&rft.atitle=Carboxyhemoglobin+and+blood+cyanide+concentrations+in+relation+to+aviation+accidents.&rft.au=Canfield%2C+Dennis+V%3BChaturvedi%2C+Arvind+K%3BDubowski%2C+Kurt+M&rft.aulast=Canfield&rft.aufirst=Dennis&rft.date=2005-10-01&rft.volume=76&rft.issue=10&rft.spage=978&rft.isbn=&rft.btitle=&rft.title=Aviation%2C+space%2C+and+environmental+medicine&rft.issn=00956562&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2005-12-23 N1 - Date created - 2005-10-20 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-18 ER - TY - JOUR T1 - Fluid-sediment dynamics around a barb; an experimental case study of a hydraulic structure for the Pacific Northwest AN - 51593923; 2006-037320 AB - Three sets of experimental tests are administered in the vicinity of a model barb-a unique hydraulic structure used to provide bank protection for mild-sloped, gravel-bed streams in the Pacific Northwest-under modeled, bankfull conditions. First, experiments are performed using acoustic Doppler velocimetry to provide a description of the flow characteristics around the model barb, as this is the first time that this type of structure has been considered. These initial experiments provide quantitative flow regimes as a guide for scour and spacing tests. Second, scour around the structure is described because existing knowledge in the literature is limited to scour in sand bed streams. Lastly, the performance of the barbs as it relates to bank protection is evaluated using the large-scale particle-image velocimeter for the first time to the authors' knowledge. The results provide quantification of three distinct flow regimes around a barb, scour geometry, and dimensionless ratios for scour depth and spacing for the barbs when designed for bankfull discharge in the Pacific Northwest. JF - Canadian Journal of Civil Engineering = Revue Canadienne de Genie Civil AU - Fox, James F AU - Papanicolaou, Athanasios N AU - Hobbs, Brandon AU - Kramer, Casey AU - Kjos, Lisa Y1 - 2005/10// PY - 2005 DA - October 2005 SP - 853 EP - 867 PB - National Research Council of Canada, Ottawa, ON VL - 32 IS - 5 SN - 0315-1468, 0315-1468 KW - United States KW - scour KW - Washington KW - erosion KW - stream sediments KW - slopes KW - surface water KW - water erosion KW - mathematical models KW - turbulence KW - Pacific Northwest KW - geometry KW - case studies KW - barbs KW - river banks KW - eddies KW - sediments KW - velocity KW - hydrodynamics KW - discharge KW - fluvial environment KW - 21:Hydrogeology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51593923?accountid=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+Journal+of+Civil+Engineering+%3D+Revue+Canadienne+de+Genie+Civil&rft.atitle=Fluid-sediment+dynamics+around+a+barb%3B+an+experimental+case+study+of+a+hydraulic+structure+for+the+Pacific+Northwest&rft.au=Fox%2C+James+F%3BPapanicolaou%2C+Athanasios+N%3BHobbs%2C+Brandon%3BKramer%2C+Casey%3BKjos%2C+Lisa&rft.aulast=Fox&rft.aufirst=James&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 L2 - http://pubs.nrc-cnrc.gc.ca/rp-ps/journalDetail.jsp?jcode=cjce&lang=eng LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2006-01-01 N1 - Number of references - 58 N1 - PubXState - ON N1 - Document feature - illus. incl. 4 tables N1 - Last updated - 2012-06-07 N1 - CODEN - CJCEB8 N1 - SubjectsTermNotLitGenreText - barbs; case studies; discharge; eddies; erosion; fluvial environment; geometry; hydrodynamics; mathematical models; Pacific Northwest; river banks; scour; sediments; slopes; stream sediments; surface water; turbulence; United States; velocity; Washington; water erosion DO - http://dx.doi.org/10.1139/L05-033 ER - TY - JOUR T1 - Seismogenic flow slides within Summer Lake basin, south-central Oregon AN - 51561460; 2006-062135 AB - Three late Pleistocene- to Holocene-age flow slides have been identified in the northwestern portion of Summer Lake basin of south-central Oregon along the active Winter Ridge Fault. Each flow slide exceeds several square kilometers in area and initiates within nearly flat-lying (<3 degrees ), saturated lacustrine deposits comprised of interbedded sand, silt and clay. In the headscarp areas, thick deposits of coarse-grained colluvium, derived from the bounding Winter Ridge escarpment, fans onto the basin floor. The headscarps are linear, near repose, tens of meters in height, several kilometers in length, and share the same trace as the fault rupture. The depletion zones of two slides possess large grabens defining 10s to 100 meters of lateral displacement. The accumulation zones are characterized by folded and faulted bedding distributed in a broad arcuate form that extends up to several kilometers from the headscarp. No free faces likely existed at failure. We interpret these flow slides to be seismogenic, given their gentle topography, proximity to fault rupture, and back-analyses of slope failure. Similar features in comparable geologic settings have been noted along Holocene surface ruptures of the Dixie Valley Fault in central Nevada, the Deep Springs Fault in southeastern California, and possibly in thick mass wasting deposits in the southwestern corner of Summer Lake. In Summer Lake basin, the flow sliding mechanism is due to liquefaction of saturated sandy layers within the lacustrine deposits. The large lateral displacements can be explained by lower permeability clay/silt layers causing void redistribution in underlying liquefied sandy layers and the formation of water films just beneath the silt/clay. These localized zones of increased void ratio experience considerable loss in undrained shear strength, which can then accommodate the large observed displacements. The maximum observed depth of liquefaction of the three flow slides is about 55 meters near the headscarp at Jacks Lakes. Similar flow sliding may be initiating at depths approaching 100 to 200 meters beneath thick mass wasting deposits in the southwest corner of basin. Geotechnical borings in the area suggest that liquefaction may be occurring in materials with SPT N values between 15 and 30. JF - Abstracts with Programs - Geological Society of America AU - Badger, Thomas C AU - Trandafir, Aurelian C AU - Watters, Robert J AU - Anonymous Y1 - 2005/10// PY - 2005 DA - October 2005 SP - 252 PB - Geological Society of America (GSA), Boulder, CO VL - 37 IS - 7 SN - 0016-7592, 0016-7592 KW - United States KW - clay KW - Winter Ridge Fault KW - shear strength KW - geologic hazards KW - saturated materials KW - Holocene KW - upper Pleistocene KW - Cenozoic KW - Oregon KW - Dixie Valley Fault KW - topography KW - Summer Lake basin KW - mass movements KW - sediments KW - interpretation KW - faults KW - south-central Oregon KW - systems KW - sand KW - failures KW - Summer Lake KW - Quaternary KW - colluvium KW - clastic sediments KW - silt KW - grabens KW - rupture KW - Pleistocene KW - southeastern California KW - fault scarps KW - earthquakes KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51561460?accountid=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=Seismogenic+flow+slides+within+Summer+Lake+basin%2C+south-central+Oregon&rft.au=Badger%2C+Thomas+C%3BTrandafir%2C+Aurelian+C%3BWatters%2C+Robert+J%3BAnonymous&rft.aulast=Badger&rft.aufirst=Thomas&rft.date=2005-10-01&rft.volume=37&rft.issue=7&rft.spage=252&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, 2005 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 - 2006-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - Cenozoic; clastic sediments; clay; colluvium; Dixie Valley Fault; earthquakes; failures; fault scarps; faults; geologic hazards; grabens; Holocene; interpretation; mass movements; Oregon; Pleistocene; Quaternary; rupture; sand; saturated materials; sediments; shear strength; silt; south-central Oregon; southeastern California; Summer Lake; Summer Lake basin; systems; topography; United States; upper Pleistocene; Winter Ridge Fault ER - TY - JOUR T1 - Finite strain analysis for self-boring pressuremeter tests in sand AN - 51516493; 2007-001621 AB - During a self-boring pressuremeter test (SBPMT), a cylindrical cavity is expanded from finite radius. With this view, a method for estimating volumetric strains in expanding plastic zone based on finite strain analysis is developed to solve the problems related to expansion of cylindrical cavity from a finite radius in sands. Using finite strains, average value of volumetric strains in the plastic zone is calculated at various values of circumferential strains (epsilon (sub theta theta ) ) ranging up to about 30%, when the value of angle friction (phi ) is varying between 25 and 45 degrees and the value of rigidity index (I (sub r) ) is varying between 5 and 1000. The dimensional cavity expansion factor (F" (sub q) ) is calculated using cavity expansion theory to develop F" (sub q) versus epsilon (sub theta theta ) curves at various values of phi and I (sub r) . In the companion paper, Gupta (2005), this method has been applied to analyze the SBPM tests performed in sands for determining phi , I (sub r) , and modulus of deformation (E) at different stress levels. JF - Soils and Foundations AU - Gupta, Ramesh C Y1 - 2005/10// PY - 2005 DA - October 2005 SP - 73 EP - 79 PB - Japanese Geotechnical Society, Tokyo VL - 45 IS - 5 SN - 0038-0806, 0038-0806 KW - soil mechanics KW - sand KW - friction angles KW - strain KW - engineering properties KW - clastic sediments KW - plastic materials KW - elastic constants KW - finite strain analysis KW - mathematical methods KW - sediments KW - pressuremeter tests KW - Young's modulus KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51516493?accountid=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=Soils+and+Foundations&rft.atitle=Finite+strain+analysis+for+self-boring+pressuremeter+tests+in+sand&rft.au=Gupta%2C+Ramesh+C&rft.aulast=Gupta&rft.aufirst=Ramesh&rft.date=2005-10-01&rft.volume=45&rft.issue=5&rft.spage=73&rft.isbn=&rft.btitle=&rft.title=Soils+and+Foundations&rft.issn=00380806&rft_id=info:doi/ L2 - http://ci.nii.ac.jp/vol_issue/nels/AA00700879_en.html LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 12 N1 - Document feature - illus. N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - clastic sediments; elastic constants; engineering properties; finite strain analysis; friction angles; mathematical methods; plastic materials; pressuremeter tests; sand; sediments; soil mechanics; strain; Young's modulus ER - TY - JOUR T1 - Estimating moduli and friction angle from self-boring pressuremeter tests in sand AN - 51516115; 2007-001622 AB - Self-boring pressuremeter test (SBPMT) data has been analyzed based on cylindrical cavity expansion method and dimensionless cylindrical cavity expansion factors (F" (sub q) ) to determine angle of friction, rigidity index (I (sub r) ) and modulus of elasticity (E). Then, based on a hyperbolic model, secant modulus (E (sub sf) ), secant modulus at 50 percent failure stresses (E (sub 50) ), and initial modulus (E (sub i) ) have been determined. Reasonable values of angle of friction, initial modulus (E (sub i) ), and secant modulus of deformation at failure (E (sub sf) ) have been determined for sand deposits located in different geographical regions. The secant modulus (E (sub 50) ) determined by this method compares well with unload-reload modulus, E (sub r) , determined from unload-reload cycle of the SBPM tests. JF - Soils and Foundations AU - Gupta, Ramesh C Y1 - 2005/10// PY - 2005 DA - October 2005 SP - 81 EP - 88 PB - Japanese Geotechnical Society, Tokyo VL - 45 IS - 5 SN - 0038-0806, 0038-0806 KW - soil mechanics KW - sand KW - friction angles KW - expansion KW - engineering properties KW - clastic sediments KW - stress KW - Po River KW - Europe KW - elastic constants KW - Italy KW - Southern Europe KW - mathematical methods KW - sediments KW - pressuremeter tests KW - Young's modulus KW - compressibility KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51516115?accountid=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=Soils+and+Foundations&rft.atitle=Estimating+moduli+and+friction+angle+from+self-boring+pressuremeter+tests+in+sand&rft.au=Gupta%2C+Ramesh+C&rft.aulast=Gupta&rft.aufirst=Ramesh&rft.date=2005-10-01&rft.volume=45&rft.issue=5&rft.spage=81&rft.isbn=&rft.btitle=&rft.title=Soils+and+Foundations&rft.issn=00380806&rft_id=info:doi/ L2 - http://ci.nii.ac.jp/vol_issue/nels/AA00700879_en.html LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 16 N1 - Document feature - illus. incl. 1 table N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - clastic sediments; compressibility; elastic constants; engineering properties; Europe; expansion; friction angles; Italy; mathematical methods; Po River; pressuremeter tests; sand; sediments; soil mechanics; Southern Europe; stress; Young's modulus ER - TY - JOUR T1 - Systematic, inexpensive coastal monitoring in Olympic National Park; meeting resource management goals AN - 51460066; 2007-036510 AB - While it would be nice to apply state-of-the-art techniques to all coastal monitoring situations, there are many stumbling blocks. These methods are often cost prohibitive (e.g., LIDAR surveys) or the costs prevent regular data collection. Some shorelines do not lend themselves to regular engineering surveys or ATV/waverunner surveys. The outer coast of Olympic National Park is a perfect example. This shoreline is rocky and difficult to access (even on foot). Aerial surveys using photography or LIDAR might seem like the perfect solution, but the data collection and analysis is too costly for the Park's budget and these techniques do not provide critical information about substrate composition, biota, and other concerns of resource managers. To fill these needs in an affordable manner, we have developed a coastal monitoring program for Olympic National Park that combines a checklist driven coastal assessment with some shoreline measurement, grain size analysis, and photo monitoring. The goal was to produce a methodology that was scientifically rigorous, repeatable by various personnel, and could answer important resource management questions. Description of Method: Site selection was systematic, but not random. Four sites where chosen in each of four circulation. The four sites were divided into two fine grained and two coarse grained shorelines and were chosen to be representative and geographically diverse. Ten additional sites were chosen along the shoreline in areas of resource management concern. This methodology produced an initial 26 sites in which a monitoring station will be established. At each station, various shoreline characteristics (e.g., erosion/accretion, sediment composition, geomorphology) were characterized using a guided data sheet, supra-tidal width was measured, systematic digital photographs were taken with photo scales, and sediment samples were collected for laboratory analysis. Preliminary analysis indicates that the shoreline at 65% of the stations is stable with 20% eroding and 15% severely eroding. Future data will be collected twice annually. JF - Abstracts with Programs - Geological Society of America AU - Young, Robert S AU - Means, Christopher AU - Turchy, Michael AU - Fradkin, Steven AU - Anonymous Y1 - 2005/10// PY - 2005 DA - October 2005 SP - 489 PB - Geological Society of America (GSA), Boulder, CO VL - 37 IS - 7 SN - 0016-7592, 0016-7592 KW - United States KW - shore features KW - Washington KW - monitoring KW - accretion KW - U. S. National Park Service KW - erosion KW - data acquisition KW - grain size KW - government agencies KW - shorelines KW - cost KW - samples KW - photography KW - measurement KW - Jefferson County Washington KW - Clallam County Washington KW - sediments KW - composition KW - Olympic National Park KW - 23:Geomorphology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51460066?accountid=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=Systematic%2C+inexpensive+coastal+monitoring+in+Olympic+National+Park%3B+meeting+resource+management+goals&rft.au=Young%2C+Robert+S%3BMeans%2C+Christopher%3BTurchy%2C+Michael%3BFradkin%2C+Steven%3BAnonymous&rft.aulast=Young&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 - GeoRef N1 - Conference title - Geological Society of America, 2005 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 - 2007-01-01 N1 - PubXState - CO N1 - Last updated - 2012-06-07 N1 - CODEN - GAAPBC N1 - SubjectsTermNotLitGenreText - accretion; Clallam County Washington; composition; cost; data acquisition; erosion; government agencies; grain size; Jefferson County Washington; measurement; monitoring; Olympic National Park; photography; samples; sediments; shore features; shorelines; U. S. National Park Service; United States; Washington ER - TY - JOUR T1 - Precast panels suit rapid concrete pavement repair AN - 231133619 AB - While concrete pavements are routinely designed to provide low-maintenance service lives of 20 to 30 years, efforts are underway to implement design life requirements of 40 to 60 years. Much progress has been made in the last few decades to improve concrete pavement performance and reduce overall life-cycle costs, yet many challenges remain, necessitating a strong commitment to a vigorous concrete pavement technology research and development program. JF - Concrete Products AU - FHWA AD - FHWA Y1 - 2005/10// PY - 2005 DA - Oct 2005 SP - 46 CY - Denver PB - Mining Media International VL - 108 IS - 10 SN - 00105368 KW - Building And Construction KW - Concrete pavements KW - Repair & maintenance KW - Advantages KW - United States KW - US KW - 8600:Manufacturing industries not elsewhere classified KW - 5130:Maintenance management KW - 9190:United States UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/231133619?accountid=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=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 Central N1 - Copyright - (Copyright 2005 by PRIMEDIA Business Magazines & Media Inc. All rights reserved.) N1 - Last updated - 2012-05-15 N1 - CODEN - CNCPAY N1 - SubjectsTermNotLitGenreText - United States; US ER - TY - RPRT T1 - Intrinsically Safe Current Limit Study for Aircraft Fuel Tank Electronics AN - 20133266; 9358880 AB - This technical note describes research performed to determine the ignition hazard presented by small fragments of superfine steel wool that contact energized direct current wires in aircraft fuel tanks. Several different methods of shorting a circuit with steel wool were explored. An ignitable mixture of hydrogen, oxygen, and argon, calibrated to have a minimum ignition energy of 200 micro Joules, was used as an ignition detection technique. The electrical currents at the ignition threshold were recorded to determine safe maximum allowable current limits for fuel tank electronics. The lowest current found to ignite the flammable mixture was 99 milliamps (mA); the lowest current found to ignite a steel wool wad in air only was 45 mA. JF - Intrinsically Safe Current Limit Study for Aircraft Fuel Tank Electronics. 20 pp. Oct 2005. AU - Ochs, R I Y1 - 2005/10// PY - 2005 DA - Oct 2005 SP - 20 PB - Federal Aviation Administration, [URL:http://www.fire.tc.faa.gov] KW - Health & Safety Science Abstracts KW - DOT/FAA/AR-TN05/37 KW - Fuels KW - Hydrogen KW - Oxygen KW - Storage tanks KW - Aircraft KW - Flammability KW - Steel KW - H 2000:Transportation UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/20133266?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=Ochs%2C+R+I&rft.aulast=Ochs&rft.aufirst=R&rft.date=2005-10-01&rft.volume=&rft.issue=&rft.spage=20&rft.isbn=&rft.btitle=Intrinsically+Safe+Current+Limit+Study+for+Aircraft+Fuel+Tank+Electronics&rft.title=Intrinsically+Safe+Current+Limit+Study+for+Aircraft+Fuel+Tank+Electronics&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 - Heat release rate measurements of thin samples in the OSU apparatus and the cone calorimeter AN - 19703237; 7495196 AB - The Ohio State University (OSU) apparatus and the cone calorimeter are two devices commonly used to measure the heat release rate (HRR) of materials and products in forced flaming combustion. Each operates on a different principle but is calibrated in the same way. However, HRR results from these two test methods do not agree in most cases. For the present study, the OSU was modified to measure oxygen consumption and sensible enthalpy (temperature rise) of the apparatus in addition to the usual sensible enthalpy of the exhaust gases during the test. After calibration, total sensible heat (exhaust gases+apparatus) and oxygen consumption methods gave similar results for thin samples in the OSU. However, OSU results for thin samples did not agree with results from the cone calorimeter (ASTM 1354/ISO 1556) unless the HRR history in the cone calorimeter was corrected for smearing that results from dilution of the combustion gases with air in the sample chamber, exhaust duct, and scrubbers and the response time of the oxygen analyzer. JF - Fire Safety Journal AU - Filipczak, Robert AU - Crowley, Sean AU - Lyon, Richard E AD - Fire Safety Branch, Federal Aviation Administration, William J. Hughes Technical Center, Atlantic City International Airport, NJ 08405, USA Y1 - 2005/10// PY - 2005 DA - Oct 2005 SP - 628 EP - 645 PB - Elsevier Science Ltd., The Boulevard Langford Lane Kidlington Oxford OX5 1GB UK, [mailto:nlinfo-f@elsevier.nl], [URL:http://www.elsevier.nl] VL - 40 IS - 7 SN - 0379-7112, 0379-7112 KW - Health & Safety Science Abstracts KW - Fire calorimetry KW - Fire KW - Flammability KW - Cone calorimeter KW - OSU calorimeter KW - Heat release rate KW - Heat release KW - Oxygen consumption KW - Fires KW - Historical account KW - Materials testing KW - Combustion products KW - Air pollution control KW - sensible heat KW - Oxygen KW - Gases KW - Pollution control equipment KW - USA, Ohio KW - Exhaust emissions KW - H 7000:Fire Safety UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19703237?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Fire+Safety+Journal&rft.atitle=Heat+release+rate+measurements+of+thin+samples+in+the+OSU+apparatus+and+the+cone+calorimeter&rft.au=Filipczak%2C+Robert%3BCrowley%2C+Sean%3BLyon%2C+Richard+E&rft.aulast=Filipczak&rft.aufirst=Robert&rft.date=2005-10-01&rft.volume=40&rft.issue=7&rft.spage=628&rft.isbn=&rft.btitle=&rft.title=Fire+Safety+Journal&rft.issn=03797112&rft_id=info:doi/10.1016%2Fj.firesaf.2005.05.009 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2007-08-01 N1 - Last updated - 2015-04-01 N1 - SubjectsTermNotLitGenreText - Oxygen consumption; Historical account; Oxygen; Fires; Gases; Materials testing; Combustion products; Air pollution control; Pollution control equipment; sensible heat; Exhaust emissions; USA, Ohio DO - http://dx.doi.org/10.1016/j.firesaf.2005.05.009 ER - TY - RPRT T1 - UNITED STATES HIGHWAY (USH) 41, OCONTO TO PESHTIGO, MARINETTE AND OCONTO COUNTIES, WISCONSIN. [Part 1 of 1] T2 - UNITED STATES HIGHWAY (USH) 41, OCONTO TO PESHTIGO, MARINETTE AND OCONTO COUNTIES, WISCONSIN. AN - 36379242; 050130F-050408_0001 AB - PURPOSE: The reconstruction of US 41 between Oconto and Peshtigo and the construction of bypasses around Oconto and Peshtigo in Marenette and Onconto counties, Wisconsin is proposed. US 41 is a principal arterial highway providing a vital north-south transportation link between southeastern Wisconsin and Michigan. The entire US 41 corridor is designated a backbone highway under the Wisconsin Department of Transportation's Corridors 2020 plan designed to provide a network of high quality highways connections all regions of the state and the state network to the national system of interstate highways and other multi-lane highways. US 41 also provides connections to major east-west highways in north-central Wisconsin, regional service to economic centers and tourism resources, and local service to communities along the corridor. The 21-mile segment between the cities of Oconto and Peshtigo represents the final link in the US 41 corridor proposed for capacity improvements. In 2027, traffic is expected to increase by a range of 36 to 51 percent and include 17 percent heavy truck traffic along the study corridor. Present and project traffic volumes exceed the threshold at which a four-lane, divided highway would provide level of service C at 4.0 or higher for a Corridors 2020 backbone highway. Numerous access points and high truck volumes affect traffic flow and safety. Crash data for 1998 through 2002 indicate that the total crash and injury rates in Oconto and Pestigo were above statewide averages. The corridor has been divided into three sections, including one section each bypassing the Onconto and Peshtigo areas and one section extending between the bypasses. This final EIS considers a No-Build Alternative and three to six alternatives for each section. The preferred alternative for the Oconto-to-Peshtigo section would involve reconstruction of the existing alignment with an off-alignment segment in the area south of Peshtigo. The four-lane bypasses around Onconto and Peshtigo would consist of two 12-foot lanes in each direction separated by a 60-foot grass median. The bypasses would be constructed to freeway standards and would not have direct driveway or side road connections. Access to and from US 41 would be provided via grade-separated intersections at the bypasses. The expressway facility between Onconto and Pestigo would also consist of two 12-foot lanes in each direction separated by a 60-foot grass median. Access to the expressway would involve relocating driveways to adjacent side roads, consolidating driveways and field entrances, and removing unnecessary points. Rights-of-way widths would vary from 250 to 300 feet along the entire US 41 facility, including the bypasses and the expressway. Cost of construction of the preferred alternatives is estimated at $122.1 million. POSITIVE IMPACTS: The expressway/bypass combination would provide a safe and efficient transportation system that would serve present and future traffic demand while minimizing disturbance to the natural and human environment to the extent practicable. The facility would improve system linkage and take advantage of the importance of the corridor. Safety along US 41 would be enhanced due to amelioration of design deficiencies and safety hazards. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 268 acres of farmland, 138 acres of residential land and 34 living units, 26 acres of commercial property and three businesses, three farm properties, 199 acres of wetlands, and 173 acres of upland habitat. Habitat for federally protected species would be affected. The alignment would traverse 10 farm properties, resulting in landlocked and/or severed parcels. Floodplain encroachment would occur as the alignment traversed 21 streams. Traffic generated noise would exceed federal standards at 38 sensitive receivers, including 18 residences. Construction workers would encounter six contaminated materials sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0633F, Volume 29, Number 4. JF - EPA number: 050408, 360 pages and maps, September 27, 2005 PY - 2005 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-05-02-F KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Streams KW - Transportation KW - Wildlife Habitat KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379242?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-09-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=UNITED+STATES+HIGHWAY+%28USH%29+41%2C+OCONTO+TO+PESHTIGO%2C+MARINETTE+AND+OCONTO+COUNTIES%2C+WISCONSIN.&rft.title=UNITED+STATES+HIGHWAY+%28USH%29+41%2C+OCONTO+TO+PESHTIGO%2C+MARINETTE+AND+OCONTO+COUNTIES%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Final. Preparation date: September 27, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - UNITED STATES HIGHWAY (USH) 41, OCONTO TO PESHTIGO, MARINETTE AND OCONTO COUNTIES, WISCONSIN. AN - 16354618; 11758 AB - PURPOSE: The reconstruction of US 41 between Oconto and Peshtigo and the construction of bypasses around Oconto and Peshtigo in Marenette and Onconto counties, Wisconsin is proposed. US 41 is a principal arterial highway providing a vital north-south transportation link between southeastern Wisconsin and Michigan. The entire US 41 corridor is designated a backbone highway under the Wisconsin Department of Transportation's Corridors 2020 plan designed to provide a network of high quality highways connections all regions of the state and the state network to the national system of interstate highways and other multi-lane highways. US 41 also provides connections to major east-west highways in north-central Wisconsin, regional service to economic centers and tourism resources, and local service to communities along the corridor. The 21-mile segment between the cities of Oconto and Peshtigo represents the final link in the US 41 corridor proposed for capacity improvements. In 2027, traffic is expected to increase by a range of 36 to 51 percent and include 17 percent heavy truck traffic along the study corridor. Present and project traffic volumes exceed the threshold at which a four-lane, divided highway would provide level of service C at 4.0 or higher for a Corridors 2020 backbone highway. Numerous access points and high truck volumes affect traffic flow and safety. Crash data for 1998 through 2002 indicate that the total crash and injury rates in Oconto and Pestigo were above statewide averages. The corridor has been divided into three sections, including one section each bypassing the Onconto and Peshtigo areas and one section extending between the bypasses. This final EIS considers a No-Build Alternative and three to six alternatives for each section. The preferred alternative for the Oconto-to-Peshtigo section would involve reconstruction of the existing alignment with an off-alignment segment in the area south of Peshtigo. The four-lane bypasses around Onconto and Peshtigo would consist of two 12-foot lanes in each direction separated by a 60-foot grass median. The bypasses would be constructed to freeway standards and would not have direct driveway or side road connections. Access to and from US 41 would be provided via grade-separated intersections at the bypasses. The expressway facility between Onconto and Pestigo would also consist of two 12-foot lanes in each direction separated by a 60-foot grass median. Access to the expressway would involve relocating driveways to adjacent side roads, consolidating driveways and field entrances, and removing unnecessary points. Rights-of-way widths would vary from 250 to 300 feet along the entire US 41 facility, including the bypasses and the expressway. Cost of construction of the preferred alternatives is estimated at $122.1 million. POSITIVE IMPACTS: The expressway/bypass combination would provide a safe and efficient transportation system that would serve present and future traffic demand while minimizing disturbance to the natural and human environment to the extent practicable. The facility would improve system linkage and take advantage of the importance of the corridor. Safety along US 41 would be enhanced due to amelioration of design deficiencies and safety hazards. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 268 acres of farmland, 138 acres of residential land and 34 living units, 26 acres of commercial property and three businesses, three farm properties, 199 acres of wetlands, and 173 acres of upland habitat. Habitat for federally protected species would be affected. The alignment would traverse 10 farm properties, resulting in landlocked and/or severed parcels. Floodplain encroachment would occur as the alignment traversed 21 streams. Traffic generated noise would exceed federal standards at 38 sensitive receivers, including 18 residences. Construction workers would encounter six contaminated materials sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0633F, Volume 29, Number 4. JF - EPA number: 050408, 360 pages and maps, September 27, 2005 PY - 2005 KW - Roads and Railroads KW - Agency number: FHWA-WISC-EIS-05-02-F KW - Endangered Species (Animals) KW - Farmlands KW - Floodplains KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Safety KW - Streams KW - Transportation KW - Wildlife Habitat KW - Wisconsin KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16354618?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-09-27&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=UNITED+STATES+HIGHWAY+%28USH%29+41%2C+OCONTO+TO+PESHTIGO%2C+MARINETTE+AND+OCONTO+COUNTIES%2C+WISCONSIN.&rft.title=UNITED+STATES+HIGHWAY+%28USH%29+41%2C+OCONTO+TO+PESHTIGO%2C+MARINETTE+AND+OCONTO+COUNTIES%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 27, 2005 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - IRON COUNTY TRANSPORTATION CORRIDOR, FROM STATE ROAD 56 TO EXIT 51 ON INTERSTATE 15, IRON COUNTY, UTAH. [Part 1 of 1] T2 - IRON COUNTY TRANSPORTATION CORRIDOR, FROM STATE ROAD 56 TO EXIT 51 ON INTERSTATE 15, IRON COUNTY, UTAH. AN - 36367152; 050128F-050402_0001 AB - PURPOSE: The preservation of rights-of-way and the construction of new transportation corridor extending six miles from State Road (SR) 56 to the North Kanarraville/Hamilton Fort interchange (Exit 51) on Interstate 15 (I-15) in Iron County, Utah are proposed. The new transportation corridor would connect regional transportation systems and link rural residents with job centers. Existing roadways within the project area are either not developed, unimproved, or do not meet current design standards. While the existing traffic network satisfactorily accommodate current traffic volumes at acceptable levels of service, planned growth requires that an upgraded transportation network be effected. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this final EIS. Environmental impacts falling into 15 categories are discussed; key impacts are related to land use, cultural resources, wildlife resources, and traffic-generated noise levels. The preferred alternative (Alternative 2), the western build alternative, would begin at the North Kanarraville/Hamilton Fort (Exit 15) interchange and continue westward to approximately 5600 West, curve northward to 5700 West, follow 5700 West due north to intersect with DR 56, with a bend to the northwest so that the intersection with SR 56 is at a 90-degree angle. The 5.6-mile facility would consists of a two-lane roadway and an unpaved trail within a 100-foot rights-of-way. Alternative 3 follows 5500 West north and south. In all other respects it is identical to Alternative 2. Alternative 3 would extend 5.7 miles. POSITIVE IMPACTS: The proposed transportation corridor would improve the transportation network in accordance with the Iron Conty Transportation Master Plan, thereby supporting the mobility of goods and people and improving local circulation and access for residents and emergency service vehicles. The new facility would provide additional direct access to the I-15 industrial corridor. NEGATIVE IMPACTS: Rights-of-way requirements for alternatives 2 and 3 would be 59.6 and 65.299 acres, respectively; respective farmland displacements are 55.97 acres and 29.16 acres. Alternatives 2 and 3 would result in traffic-generated noise levels in excess of federal standards at three and seven residential locations, respectively. Stream realignment would occur on Shurtz Creek and the Shurtz Creek South Branch. Alternative 2 would also impact one wellhead. Either alternative could affect foraging resources for bald eagle and ferruginous hawks, and Alternative 2 would affect 5.76 acres of Utah prairie dog habitat and foraging sources for Swainson's hawks. Ten to 16 archaeological sites would be disturbed. The roadway would constitute an aesthetic intrusion in a rural area. PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0093D, Volume 28, Number 1. JF - EPA number: 050402, 492 pages, September 23, 2005 PY - 2005 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-03-01-F KW - Archaeological Sites KW - Birds KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Farmlands KW - Highways KW - Noise Standards Violations KW - Socioeconomic Assessments KW - Transportation KW - Water Supply KW - Wells KW - Wildlife Habitat KW - Utah UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367152?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Final. Preparation date: September 23, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - IRON COUNTY TRANSPORTATION CORRIDOR, FROM STATE ROAD 56 TO EXIT 51 ON INTERSTATE 15, IRON COUNTY, UTAH. AN - 16338932; 11756 AB - PURPOSE: The preservation of rights-of-way and the construction of new transportation corridor extending six miles from State Road (SR) 56 to the North Kanarraville/Hamilton Fort interchange (Exit 51) on Interstate 15 (I-15) in Iron County, Utah are proposed. The new transportation corridor would connect regional transportation systems and link rural residents with job centers. Existing roadways within the project area are either not developed, unimproved, or do not meet current design standards. While the existing traffic network satisfactorily accommodate current traffic volumes at acceptable levels of service, planned growth requires that an upgraded transportation network be effected. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this final EIS. Environmental impacts falling into 15 categories are discussed; key impacts are related to land use, cultural resources, wildlife resources, and traffic-generated noise levels. The preferred alternative (Alternative 2), the western build alternative, would begin at the North Kanarraville/Hamilton Fort (Exit 15) interchange and continue westward to approximately 5600 West, curve northward to 5700 West, follow 5700 West due north to intersect with DR 56, with a bend to the northwest so that the intersection with SR 56 is at a 90-degree angle. The 5.6-mile facility would consists of a two-lane roadway and an unpaved trail within a 100-foot rights-of-way. Alternative 3 follows 5500 West north and south. In all other respects it is identical to Alternative 2. Alternative 3 would extend 5.7 miles. POSITIVE IMPACTS: The proposed transportation corridor would improve the transportation network in accordance with the Iron Conty Transportation Master Plan, thereby supporting the mobility of goods and people and improving local circulation and access for residents and emergency service vehicles. The new facility would provide additional direct access to the I-15 industrial corridor. NEGATIVE IMPACTS: Rights-of-way requirements for alternatives 2 and 3 would be 59.6 and 65.299 acres, respectively; respective farmland displacements are 55.97 acres and 29.16 acres. Alternatives 2 and 3 would result in traffic-generated noise levels in excess of federal standards at three and seven residential locations, respectively. Stream realignment would occur on Shurtz Creek and the Shurtz Creek South Branch. Alternative 2 would also impact one wellhead. Either alternative could affect foraging resources for bald eagle and ferruginous hawks, and Alternative 2 would affect 5.76 acres of Utah prairie dog habitat and foraging sources for Swainson's hawks. Ten to 16 archaeological sites would be disturbed. The roadway would constitute an aesthetic intrusion in a rural area. PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0093D, Volume 28, Number 1. JF - EPA number: 050402, 492 pages, September 23, 2005 PY - 2005 KW - Roads and Railroads KW - Agency number: FHWA-UT-EIS-03-01-F KW - Archaeological Sites KW - Birds KW - Creeks KW - Cultural Resources KW - Endangered Species (Animals) KW - Farmlands KW - Highways KW - Noise Standards Violations KW - Socioeconomic Assessments KW - Transportation KW - Water Supply KW - Wells KW - Wildlife Habitat KW - Utah UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16338932?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&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; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 23, 2005 N1 - Last updated - 2014-01-30 ER - TY - CPAPER T1 - Integrity Management, Public Awareness,and CATS Programs T2 - 14th Annual GIS for Oil and Gas Conference and Exhibition AN - 39584156; 4000477 JF - 14th Annual GIS for Oil and Gas Conference and Exhibition AU - Jacobi, John Y1 - 2005/09/19/ PY - 2005 DA - 2005 Sep 19 KW - Remote sensing KW - Oil and gas industry KW - Geographic information systems KW - U 7000:Multidisciplinary UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39584156?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=conference&rft.jtitle=14th+Annual+GIS+for+Oil+and+Gas+Conference+and+Exhibition&rft.atitle=Integrity+Management%2C+Public+Awareness%2Cand+CATS+Programs&rft.au=Jacobi%2C+John&rft.aulast=Jacobi&rft.aufirst=John&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/ L2 - http://www.gita.org/events/oil_gas/05/schedule.htm LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Design of a Sustainable and Accessible Environment in Central Areas T2 - Second International Conference on Sustainable Planning and Development (Sustainable Planning 2005) AN - 39698333; 4017634 JF - Second International Conference on Sustainable Planning and Development (Sustainable Planning 2005) AU - Basbas, S AU - Mintsis, G AU - Oikonomou, K AU - Taxiltaris, C Y1 - 2005/09/12/ PY - 2005 DA - 2005 Sep 12 KW - Environment management KW - Sustainable development KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39698333?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&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/ L2 - http://library.witpress.com/pages/listPapers.asp?q_bid=335 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - CPAPER T1 - Traffic Demand Reduction Strategies: The Potential Role of Park and Ride T2 - Second International Conference on Sustainable Planning and Development (Sustainable Planning 2005) AN - 39666214; 4017626 JF - Second International Conference on Sustainable Planning and Development (Sustainable Planning 2005) AU - Basbas, S Y1 - 2005/09/12/ PY - 2005 DA - 2005 Sep 12 KW - Traffic KW - Parks KW - U 2000:Biological Sciences UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39666214?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Acpi&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=Traffic+Demand+Reduction+Strategies%3A+The+Potential+Role+of+Park+and+Ride&rft.au=Basbas%2C+S&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/ L2 - http://library.witpress.com/pages/listPapers.asp?q_bid=335 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2008-05-21 N1 - Last updated - 2010-05-03 ER - TY - RPRT T1 - ST. GEORGE MUNICIPAL AIRPORT, ST. GEORGE, UTAH. AN - 36421055; 11642 AB - PURPOSE: The replacement of St. George municipal Airport in St. George, Utah is proposed. The existing airport is located atop a mesa that drops off steeply to the south, east, and west in the central portion of St. George. Facilities include a 6,606-foot runway (16/34) oriented north-to-south and one full and one partial parallel taxiway. In 2003, the airport accommodate 43,714 aircraft operations of which 6,056 were commercial passenger operations and 2,104 were commercial air cargo operations. Due to the geographic constraints of the existing airport property, the facility cannot be expanded or modified to meet forecast aviation needs in the area, including needs for service by commercial regional jet aircraft. The proposed replacement airport would feature one runway (10.190) with a length of 9,300 as well as a parallel taxiway designed to meet current and future aviation demand levels. A passenger terminal and associated parking facilities would be developed on the eastern side of the runway, as would an aircraft rescue and fire-fighting facility. Facilities for general aviation, fix-base operator, corporate aviation, and air cargo, and airport maintenance facilities would also be provided. The west side of the airport property would be reserved for a future airport control tower and future aviation development. Under any alternative to the proposed action, the existing airport would continue to operate. POSITIVE IMPACTS: The replacement of St. George Airport would remedy the numerous design standard deficiencies affecting the existing facility and enable the airport to accommodate the forecast growth in aircraft activity and commercial passenger demand safely and efficiently. NEGATIVE IMPACTS: Though aircraft-generated noise would increase in the immediate vicinity of the airport, no violation of federal standards would result. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (49 U.S.C. 47191(b)) and Airport and Airway Safety and Capacity Expansion Act of 1987 (P.L. 100-223) JF - EPA number: 050371, CD-ROM (2, September 2, 2005 PY - 2005 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Biologic Surveys KW - Cultural Resources Surveys KW - Noise Assessments KW - Parking KW - Safety KW - Terminal Facilities KW - Transportation KW - Utah KW - Airport and Airway Development Act of 1970, Funding KW - Airport and Airway Safety and Capacity Expansion Act of 1987, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36421055?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&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=ST.+GEORGE+MUNICIPAL+AIRPORT%2C+ST.+GEORGE%2C+UTAH.&rft.title=ST.+GEORGE+MUNICIPAL+AIRPORT%2C+ST.+GEORGE%2C+UTAH.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September 2, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - MD 32 PLANNING STUDY, MD 108 TO I-70, HOWARD COUNTY, MARYLAND. AN - 36412389; 11640 AB - PURPOSE: The improvement of nine miles of Maryland Route (MD) 32 between MD 108 and Interstate 70 (I-70) in Howard County, Maryland is proposed. This section of MD 32 constitutes part of the Patuxtent Freeway system stretching from Annapolis to I-70, a distance of 70 miles. The system is part of a high volume transportation corridor that will provide safe and efficient movement of goods and people between the Eastern Shore and Western Maryland, while bypassing the more densely populated areas of Baltimore and Washington, D.C. South of the project study limits, from MD 108 to I-97, MD 32 is currently a four- and six-lane divided expressway, with access controlled via interchanges. Improvements within the study corridor are necessary to provide continuity with the rest of the system by completing MD 32 as a controlled access, divided expressway. Average daily traffic along MD 32 within the study area ranges from 15,900 to 18,300 vehicles; the roadway operates at en E/F level of service (LOS). Moreover, traffic volumes are anticipated to increase by 60 percent under the 2020 No-Build scenario, reducing the LOS to F. Four alternatives, including a No-Build Alternative, are considered in this final EIS. Alternatives I and II Modified would provide four-lane, divided, controlled access highway with a 34-foot median. Under Build Alternative I, interchanges would be provided at Linden Church Road, Dayton Shop, Burntwoods Road, Rosemary Lane, Nixon's Farm Lane, MD 144, and I-70. Under Build Alternative II, interchanges would be provided at Linden Church Road, Dayton Shop, Burntwoods Road, Rosemary Lane, and I-70, but access to Nixon's Farm Lane and MD 144 would be provided via a single interchange at MD 144 complemented by access roads in lieu of two interchanges. The third build alternative, known as the Two-Lane Build Alternative, would involve involving one two-lane designs with and one without a barrier in the median. Build Alternative II Modified has been selected as the preferred alternative. Numerous interchange options are also considered. Estimated coat of the selected Built II-Modified Alternative is $205 million respectively. POSITIVE IMPACTS: Project implementation would support expected growth in area households, population, and employment through 2020. The highway would provide improved access to employment centers in Howard, Anne Arundel, and Montgomery counties and Washington, D.C. Level of service within the corridor to an LOS of C/D. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of 125.1 acres of land, residences, one business, 28.3 acres of active farmland, one archaeological site, 14.7 acres of floodplain, four acres of wetlands, and 87.4 acres of woodland. Relocation of 7,200 linear feet of stream and 39 stream crossings would be required. Traffic-generated noise levels would exceed federal standards in the vicinity of 12 sensitive receptors. Construction workers would encounter two hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).. PRIOR REFERENCES: For the abstract of the draft EIS, see 99-0155D, Volume 23, Number 2. JF - EPA number: 050369, 489 pages and maps, September 2, 2005 PY - 2005 KW - Roads and Railroads KW - Agency number: FHWA-MD-EIS-99-01-F KW - Archaeological Sites KW - Farmlands KW - Floodplains KW - Forests KW - Hazardous Wastes KW - Highways KW - Highway Structures KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Streams KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Maryland KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36412389?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&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, Baltimore, Maryland; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 2, 2005 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - I-69 SECTION OF INDEPENDENT UTILITY 13, ELDORADO TO MCGEHEE, ARKANSAS. [Part 1 of 1] T2 - I-69 SECTION OF INDEPENDENT UTILITY 13, ELDORADO TO MCGEHEE, ARKANSAS. AN - 912105876; 11637-6_0001 AB - PURPOSE: The construction of approximately 100 miles four-lane, divided controlled access freeway on new alignment within the Interstate 69 (I-69) corridor from US 82 near El Dorado to US 65 near McGehee in Arkansas is proposed. The project would constitute a segment of Corridor 18, which is a Congressionally-designated High Priority Transportation Corridor that will be designated as I-69. The Transportation Equity Act for the 21st Century extended Corridor 18 from Canada to Mexico. Certain segments of the roadway would be constructed on new location, while other segments would follow existing interstates and state highways built to interstate standards. The overall corridor has been divided into 32 Sections of Independent Utility (SIUs), SIUs are independent highway sections that are considered to be usable and involve a reasonable expenditure of public funds even if no other sections of I-69 were constructed. The proposed project discussed in this final EIS is SIU 13, which extends approximately 110 miles and encompasses portions of Columbia, Ouachita, Union, Calhoun, Bradley, Ashley, Drew, Chicot, and Desha counties. The corridor study involved the development of four full-length corridors, two miles in with within the project area. A multi-corridor combination with the preferred corridor was identified to provide the best opportunity to develop highway alignments to avoid or minimize impacts, and additional alignments were developed to enhance transportation services and economic vitality in the area. Five alignment alternatives were developed within the preferred corridor. The alignments are each divided into five sections. A No Action Alternative is also considered in this final EIS. A preferred corridor has been identified amongst the five remaining alternatives, which extend 40.5 to 43.2 miles, with an extension of I-530 extending up to 2.7 miles. POSITIVE IMPACTS: [POS]The overall I-69 project would provide an adequate corridor for the movement of freight between Canada and Mexico, improve international and interstate trade, increase regional accessibility, and improve transportation system linkages. Existing and anticipated traffic demands would be accommodated by the provision of a high-speed, access-controlled facility that would be responsive to traffic usage and enhance access between communities and routes within the I-69 corridor. NEGATIVE IMPACTS: [NEG]Rights-of-way development would result in the displacement of three to 15 residences, 98 to 171 acres of forested wetlands, habitat for the federally protected red-cockaded woodpecker, 347 to 443 acres of 100-year floodplain, and prime farmland as well as farmland of statewise importance. The project would affect known archaeological sites and would traverse land with a high probability of containing unknown sites. Two alignments would affect historic resources. Traffic-generated noise would exceed federal standards at numerous sensitive receptor sites. One alignment would travel an active gas oil/natural gas well site. LEGAL MANDATES: Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), Transportation Equity Act for the 21st Century, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970. PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0457D, Volume 28, Number 4. JF - EPA number: 050366, 387 pages and maps, September 1, 2005 PY - 2005 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-AR-EIS-04-01-D KW - Archaeological Sites KW - Birds KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Natural Gas KW - Noise Assessments KW - Noise Standards Violations KW - Oil Production KW - Relocations-Property Acquisitions KW - Transportation KW - Wells KW - Wetlands KW - Wildlife Habitat KW - Arkansas KW - Intermodal Surface Transportation Act of 1991, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites 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/912105876?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 Transportation, Federal Highway Administration, Little Rock, Arkansas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 1, 2005 N1 - Last updated - 2011-12-21 ER - TY - RPRT T1 - COUNCIL BLUFFS INTERSTATE SYSTEM IMPROVEMETNS PROJECT, POTTAWATTAMIE COUNTY, IOWA AND DOUGLAS COUNTY, NEBRASKA (PROJECT NUMBER IM-029-3(62)54-13-78). [Part 1 of 1] T2 - COUNCIL BLUFFS INTERSTATE SYSTEM IMPROVEMETNS PROJECT, POTTAWATTAMIE COUNTY, IOWA AND DOUGLAS COUNTY, NEBRASKA (PROJECT NUMBER IM-029-3(62)54-13-78). AN - 912102298; 11635-4_0001 AB - PURPOSE: The improvement of the Council Bluffs Interstate System in Pottawattamie County, Iowa and Douglas County, Nebraska is proposed. The project study corridors include approximately 18 mainline miles of interstate and 14 interchanges, including three interstate-to-interstate interchanges and 11 interstate-local street-interchanges, The project area includes Interstate 80 (I-80) from east of the I-480 interchange in Omaha, Nebraska, east to US 6 (Kanesville Boulevard). It also includes I-29, between Twenty-fifth on the north to just south of US 275 and I-410 from the Missouri River Bridge on the Iowa side to the I-29 interchange. Two alternatives, including a No-Build Alternative and the proposed action, along with a number of transportation systems management improvements, are considered in this final EIS. The proposed construction alternative, which is also the preferred alternative, would include mainline and interchange components. Due to the scope of the program, the interstate improvements would implemented as a series of individual projects that fit in the overall planning framework. The program would include widening of the basic mainline lanes, addition of auxiliary lanes, between on-ramps and off-ramps, to facilitate acceleration and deceleration, provision of collector-distributor roads that would parallel the main freeway to eliminate weaving and reduce the number of entrances to and exits from the freeway while still providing access, convert partial access interchanges to full access interchanges, consolidate existing access points on the interstate, and revise interchange configurations. POSITIVE IMPACTS: The project would add improvements that would increase capacity and correct design flaws along the mainline and within interchanges, and upgrade the I-80 Missouri River Crossing. These improvements would bring the affected segments of I-80 and I-29 up top current engineering standards and modernize the roadway to accommodate future traffic needs. Employment earnings from construction of the improvements would amount to $12.7 million dollars. NEGATIVE IMPACTS: Rights-of-way development would convert 1,121 acres to highway uses, affecting one church and one school and community cohesion between the Union Pacific Railroad Bridge and I-28/Twenty-fifth Street Interchange. The project would displace 57 acres of wetlands, require the relocation of 8,700 linear feet of waterways, traverse 425 acres of floodplain, and eliminate 43 acres of wildlife habitat. Traffic-generated noise would exceed federal standards in the vicinity of 788 sensitive residences, 45 apartment complexes, and four businesses. Six historical architecturally significant sites and four archaeological sties would be affected, as would nine parks and four historic sites protected by the Department of Transportation Act of 1968. Construction workers would encounter 58 regulated materials 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 05-0406D, Volume 29, Number 3. JF - EPA number: 050364, 67 pages and maps, September 1, 2005 PY - 2005 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-04-01-F KW - Archaeological Sites KW - Bridges KW - Employment KW - Floodways KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Schools KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Iowa KW - Nebraska 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/912102298?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 1, 2005 N1 - Last updated - 2011-12-21 ER - TY - JOUR T1 - Polk County Expressway; a laboratory, numerical, and field study of consolidation AN - 51616100; 2006-024490 AB - Expansion of the Florida Turnpike in Polk County involved construction over reclaimed phosphatic clay deposits. This paper presents the laboratory tests, numerical analyses, and field monitoring of the consolidation process. The laboratory tests involved oedometer tests prior and during surcharging, and constant rate of strain tests to evaluate permeability versus void ratio. The numerical work considered two-dimensional small versus large deformation theory using a coupled mixture approach. Both theories employed a modified cam-clay with a hyperelastic constitutive model; the field study monitored settlements and pore pressure from settlement plates, settlement cells, and piezometers. It was discovered that both small and large deformation theory did a good job in predicting the laboratory consolidation process, however, the large deformation theory predicted the field response better, especially for the deeper deposits (i.e., over 6 m), which was attributed to its updating geometry influences on pore pressures and effective stresses from coupled mixture theory. JF - Journal of Geotechnical and Geoenvironmental Engineering AU - Ahmed, Zafar AU - McVay, Michael AU - Horhota, David AU - Ho, Robert Y1 - 2005/09// PY - 2005 DA - September 2005 SP - 1118 EP - 1129 PB - American Society of Civil Engineers, New York, NY VL - 131 IS - 9 SN - 1090-0241, 1090-0241 KW - United States KW - clay KW - strain KW - one-dimensional models KW - data processing KW - waste disposal sites KW - Florida KW - observations KW - laboratory studies KW - finite element analysis KW - digital simulation KW - sediments KW - Polk County Florida KW - abandoned mines KW - soil mechanics KW - mines KW - experimental studies KW - numerical models KW - clastic sediments KW - settlement KW - prediction KW - mathematical models KW - deformation KW - two-dimensional models KW - Lakeland Florida KW - constitutive equations KW - phosphate deposits KW - roads KW - consolidation KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51616100?accountid=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+Geotechnical+and+Geoenvironmental+Engineering&rft.atitle=Polk+County+Expressway%3B+a+laboratory%2C+numerical%2C+and+field+study+of+consolidation&rft.au=Ahmed%2C+Zafar%3BMcVay%2C+Michael%3BHorhota%2C+David%3BHo%2C+Robert&rft.aulast=Ahmed&rft.aufirst=Zafar&rft.date=2005-09-01&rft.volume=131&rft.issue=9&rft.spage=1118&rft.isbn=&rft.btitle=&rft.title=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.issn=10900241&rft_id=info:doi/10.1061%2F%28ASCE%291090-0241%282005%29131%3A9%281118%29 L2 - http://scitation.aip.org/gto LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2006-01-01 N1 - Number of references - 15 N1 - PubXState - NY N1 - Document feature - illus. incl. 8 tables N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - abandoned mines; clastic sediments; clay; consolidation; constitutive equations; data processing; deformation; digital simulation; experimental studies; finite element analysis; Florida; laboratory studies; Lakeland Florida; mathematical models; mines; numerical models; observations; one-dimensional models; phosphate deposits; Polk County Florida; prediction; roads; sediments; settlement; soil mechanics; strain; two-dimensional models; United States; waste disposal sites DO - http://dx.doi.org/10.1061/(ASCE)1090-0241(2005)131:9(1118) ER - TY - JOUR T1 - Journal of Geotechnical and Geoenvironmental Engineering AN - 51615394; 2006-024496 JF - Journal of Geotechnical and Geoenvironmental Engineering AU - Gallipoli, Domenico AU - Gupta, Ramesh C AU - Schnaid, Fernando AU - Kratz de Oliveira, Luis Artur AU - Gehling, Wai Ying Yuk Y1 - 2005/09// PY - 2005 DA - September 2005 SP - 1181 EP - 1187 PB - American Society of Civil Engineers, New York, NY VL - 131 IS - 9 SN - 1090-0241, 1090-0241 KW - soils KW - soil mechanics KW - friction angles KW - strain KW - stress KW - unsaturated zone KW - prediction KW - mathematical models KW - Cam clay model KW - pressuremeter tests KW - constitutive equations KW - suction KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51615394?accountid=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+Geotechnical+and+Geoenvironmental+Engineering&rft.atitle=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.au=Gallipoli%2C+Domenico%3BGupta%2C+Ramesh+C%3BSchnaid%2C+Fernando%3BKratz+de+Oliveira%2C+Luis+Artur%3BGehling%2C+Wai+Ying+Yuk&rft.aulast=Gallipoli&rft.aufirst=Domenico&rft.date=2005-09-01&rft.volume=131&rft.issue=9&rft.spage=1181&rft.isbn=&rft.btitle=&rft.title=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.issn=10900241&rft_id=info:doi/10.1061%2F%28ASCE%291090-0241%282004%29130%3A2%28174%29 L2 - http://scitation.aip.org/gto LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2006-01-01 N1 - Number of references - 16 N1 - PubXState - NY N1 - Document feature - illus. N1 - SuppNotes - For reference to original see Schnaid, F., Kratz de Oliveira, L. A., and Gelhling, W. Y. Y., J. Geotech. Geoenviron. Eng., Vol. 130, pp. 174-185, 2004 N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - Cam clay model; constitutive equations; friction angles; mathematical models; prediction; pressuremeter tests; soil mechanics; soils; strain; stress; suction; unsaturated zone DO - http://dx.doi.org/10.1061/(ASCE)1090-0241(2004)130:2(174) ER - TY - JOUR T1 - Snow loads on wire mesh and cable net rockfall slope protection systems AN - 51600051; 2006-034424 AB - Snow load on mesh systems is complicated by many factors. This paper presents field instrumentation data on snow load variation with temperature, snowfall and snow depth on a mesh system. It was found that snow load pattern on mesh systems changed with temperature even without variation in snow depth. It reached its maximum value when the temperature rose just above freezing to melt the interface. The field data was used to formulate appropriate snow load models for the various conditions of temperature in the field. The snow load models were used to study the performance of a number of mesh systems in North America and estimate the interface friction that was prevalent for the different surface conditions. JF - Engineering Geology AU - Shu, S AU - Muhunthan, B AU - Badger, T C Y1 - 2005/09// PY - 2005 DA - September 2005 SP - 15 EP - 31 PB - Elsevier, Amsterdam VL - 81 IS - 1 SN - 0013-7952, 0013-7952 KW - United States KW - density KW - strain KW - freezing KW - temperature KW - Tumwater Canyon KW - snow KW - mass movements KW - sediments KW - protection KW - rockfalls KW - failures KW - boulders KW - Washington KW - clastic sediments KW - Chelan County Washington KW - loading KW - friction KW - preventive measures KW - Cascade Range KW - avalanches KW - anchors KW - slope stability KW - instruments KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51600051?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Engineering+Geology&rft.atitle=Snow+loads+on+wire+mesh+and+cable+net+rockfall+slope+protection+systems&rft.au=Shu%2C+S%3BMuhunthan%2C+B%3BBadger%2C+T+C&rft.aulast=Shu&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 L2 - http://www.sciencedirect.com/science/journal/00137952 LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data from CAPCAS, Elsevier Scientific Publishers, Amsterdam, Netherlands N1 - Date revised - 2006-01-01 N1 - Number of references - 8 N1 - Document feature - illus. incl. 3 tables, sects. N1 - Last updated - 2012-06-07 N1 - CODEN - EGGOAO N1 - SubjectsTermNotLitGenreText - anchors; avalanches; boulders; Cascade Range; Chelan County Washington; clastic sediments; density; failures; freezing; friction; instruments; loading; mass movements; preventive measures; protection; rockfalls; sediments; slope stability; snow; strain; temperature; Tumwater Canyon; United States; Washington DO - http://dx.doi.org/10.1016/j.enggeo.2005.06.007 ER - TY - JOUR T1 - Weaubleau Structure, Missouri; field and core evidence for a possible impact origin AN - 51514893; 2007-001257 JF - Meteoritics & Planetary Science AU - Evans, K R AU - Miller, J F AU - Davis, G H AU - Anonymous Y1 - 2005/09// PY - 2005 DA - September 2005 SP - 1 PB - Meteoritical Society, Fayetteville, AR VL - 40, Suppl. SN - 1086-9379, 1086-9379 KW - United States KW - Mississippian KW - Blastoidea KW - impact features KW - Pennsylvanian KW - Lower Mississippian KW - Missouri KW - uplifts KW - Crinoidea KW - Echinodermata KW - Weaubleau Structure KW - age KW - Invertebrata KW - Upper Mississippian KW - Weaubleau Breccia KW - breccia KW - Osagian KW - Conodonta KW - biostratigraphy KW - Paleozoic KW - Crinozoa KW - Carboniferous KW - deformation KW - ring structures KW - metamorphism KW - planar deformation features KW - petrography KW - impact craters KW - shock metamorphism KW - microfossils KW - Meramecian KW - 23:Geomorphology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51514893?accountid=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=Meteoritics+%26+Planetary+Science&rft.atitle=Weaubleau+Structure%2C+Missouri%3B+field+and+core+evidence+for+a+possible+impact+origin&rft.au=Evans%2C+K+R%3BMiller%2C+J+F%3BDavis%2C+G+H%3BAnonymous&rft.aulast=Evans&rft.aufirst=K&rft.date=2005-09-01&rft.volume=40%2C+Suppl.&rft.issue=&rft.spage=A45&rft.isbn=&rft.btitle=&rft.title=Meteoritics+%26+Planetary+Science&rft.issn=10869379&rft_id=info:doi/ L2 - http://cavern.uark.edu/~meteor/ LA - English DB - GeoRef N1 - Conference title - METSOC 2005 N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2007-01-01 N1 - Number of references - 3 N1 - PubXState - AR N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - age; biostratigraphy; Blastoidea; breccia; Carboniferous; Conodonta; Crinoidea; Crinozoa; deformation; Echinodermata; impact craters; impact features; Invertebrata; Lower Mississippian; Meramecian; metamorphism; microfossils; Mississippian; Missouri; Osagian; Paleozoic; Pennsylvanian; petrography; planar deformation features; ring structures; shock metamorphism; United States; uplifts; Upper Mississippian; Weaubleau Breccia; Weaubleau Structure ER - TY - RPRT T1 - COUNCIL BLUFFS INTERSTATE SYSTEM IMPROVEMETNS PROJECT, POTTAWATTAMIE COUNTY, IOWA AND DOUGLAS COUNTY, NEBRASKA (PROJECT NUMBER IM-029-3(62)54-13-78). AN - 36412559; 11635 AB - PURPOSE: The improvement of the Council Bluffs Interstate System in Pottawattamie County, Iowa and Douglas County, Nebraska is proposed. The project study corridors include approximately 18 mainline miles of interstate and 14 interchanges, including three interstate-to-interstate interchanges and 11 interstate-local street-interchanges, The project area includes Interstate 80 (I-80) from east of the I-480 interchange in Omaha, Nebraska, east to US 6 (Kanesville Boulevard). It also includes I-29, between Twenty-fifth on the north to just south of US 275 and I-410 from the Missouri River Bridge on the Iowa side to the I-29 interchange. Two alternatives, including a No-Build Alternative and the proposed action, along with a number of transportation systems management improvements, are considered in this final EIS. The proposed construction alternative, which is also the preferred alternative, would include mainline and interchange components. Due to the scope of the program, the interstate improvements would implemented as a series of individual projects that fit in the overall planning framework. The program would include widening of the basic mainline lanes, addition of auxiliary lanes, between on-ramps and off-ramps, to facilitate acceleration and deceleration, provision of collector-distributor roads that would parallel the main freeway to eliminate weaving and reduce the number of entrances to and exits from the freeway while still providing access, convert partial access interchanges to full access interchanges, consolidate existing access points on the interstate, and revise interchange configurations. POSITIVE IMPACTS: The project would add improvements that would increase capacity and correct design flaws along the mainline and within interchanges, and upgrade the I-80 Missouri River Crossing. These improvements would bring the affected segments of I-80 and I-29 up top current engineering standards and modernize the roadway to accommodate future traffic needs. Employment earnings from construction of the improvements would amount to $12.7 million dollars. NEGATIVE IMPACTS: Rights-of-way development would convert 1,121 acres to highway uses, affecting one church and one school and community cohesion between the Union Pacific Railroad Bridge and I-28/Twenty-fifth Street Interchange. The project would displace 57 acres of wetlands, require the relocation of 8,700 linear feet of waterways, traverse 425 acres of floodplain, and eliminate 43 acres of wildlife habitat. Traffic-generated noise would exceed federal standards in the vicinity of 788 sensitive residences, 45 apartment complexes, and four businesses. Six historical architecturally significant sites and four archaeological sties would be affected, as would nine parks and four historic sites protected by the Department of Transportation Act of 1968. Construction workers would encounter 58 regulated materials 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 05-0406D, Volume 29, Number 3. JF - EPA number: 050364, 67 pages and maps, September 1, 2005 PY - 2005 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-04-01-F KW - Archaeological Sites KW - Bridges KW - Employment KW - Floodways KW - Hazardous Materials KW - Highways KW - Highway Structures KW - Historic Sites KW - Noise Standards Violations KW - Parks KW - Relocations-Property Acquisitions KW - Schools KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Iowa KW - Nebraska 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/36412559?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&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 Transportation, Federal Highway Administration, Ames, Iowa; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 1, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-69 SECTION OF INDEPENDENT UTILITY 13, ELDORADO TO MCGEHEE, ARKANSAS. AN - 36410642; 11637 AB - PURPOSE: The construction of approximately 100 miles four-lane, divided controlled access freeway on new alignment within the Interstate 69 (I-69) corridor from US 82 near El Dorado to US 65 near McGehee in Arkansas is proposed. The project would constitute a segment of Corridor 18, which is a Congressionally-designated High Priority Transportation Corridor that will be designated as I-69. The Transportation Equity Act for the 21st Century extended Corridor 18 from Canada to Mexico. Certain segments of the roadway would be constructed on new location, while other segments would follow existing interstates and state highways built to interstate standards. The overall corridor has been divided into 32 Sections of Independent Utility (SIUs), SIUs are independent highway sections that are considered to be usable and involve a reasonable expenditure of public funds even if no other sections of I-69 were constructed. The proposed project discussed in this final EIS is SIU 13, which extends approximately 110 miles and encompasses portions of Columbia, Ouachita, Union, Calhoun, Bradley, Ashley, Drew, Chicot, and Desha counties. The corridor study involved the development of four full-length corridors, two miles in with within the project area. A multi-corridor combination with the preferred corridor was identified to provide the best opportunity to develop highway alignments to avoid or minimize impacts, and additional alignments were developed to enhance transportation services and economic vitality in the area. Five alignment alternatives were developed within the preferred corridor. The alignments are each divided into five sections. A No Action Alternative is also considered in this final EIS. A preferred corridor has been identified amongst the five remaining alternatives, which extend 40.5 to 43.2 miles, with an extension of I-530 extending up to 2.7 miles. POSITIVE IMPACTS: [POS]The overall I-69 project would provide an adequate corridor for the movement of freight between Canada and Mexico, improve international and interstate trade, increase regional accessibility, and improve transportation system linkages. Existing and anticipated traffic demands would be accommodated by the provision of a high-speed, access-controlled facility that would be responsive to traffic usage and enhance access between communities and routes within the I-69 corridor. NEGATIVE IMPACTS: [NEG]Rights-of-way development would result in the displacement of three to 15 residences, 98 to 171 acres of forested wetlands, habitat for the federally protected red-cockaded woodpecker, 347 to 443 acres of 100-year floodplain, and prime farmland as well as farmland of statewise importance. The project would affect known archaeological sites and would traverse land with a high probability of containing unknown sites. Two alignments would affect historic resources. Traffic-generated noise would exceed federal standards at numerous sensitive receptor sites. One alignment would travel an active gas oil/natural gas well site. LEGAL MANDATES: Intermodal Surface Transportation Act of 1991 (49 U.S.C. 101 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), Transportation Equity Act for the 21st Century, and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970. PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0457D, Volume 28, Number 4. JF - EPA number: 050366, 387 pages and maps, September 1, 2005 PY - 2005 KW - Roads and Railroads KW - Agency number: FHWA-AR-EIS-04-01-D KW - Archaeological Sites KW - Birds KW - Endangered Species (Animals) KW - Farmlands KW - Forests KW - Floodplains KW - Highways KW - Highway Structures KW - Historic Sites KW - Natural Gas KW - Noise Assessments KW - Noise Standards Violations KW - Oil Production KW - Relocations-Property Acquisitions KW - Transportation KW - Wells KW - Wetlands KW - Wildlife Habitat KW - Arkansas KW - Intermodal Surface Transportation Act of 1991, Funding KW - National Historic Preservation Act of 1966, Archaeological Sites KW - National Historic Preservation Act of 1966, Historic Sites 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/36410642?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&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 Transportation, Federal Highway Administration, Little Rock, Arkansas; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: September 1, 2005 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - U.S. HIGHWAY 160 FROM DURANGO TO BAYFIELD, LA PLATA COUNTY, COLORADO. [Part 1 of 1] T2 - U.S. HIGHWAY 160 FROM DURANGO TO BAYFIELD, LA PLATA COUNTY, COLORADO. AN - 36363894; 050127D-050389_0001 AB - PURPOSE: The construction of 16.2 miles of highway within the US 160 corridor in La Plata County, Colorado is proposed. The new roadway would extend from milepost (MP) 88, east of Durango, to MP 104.2, east of Bayfield. Approximately 1.2 miles of the project would run along the US 550 corridor, extending from MP 16.6, located at the US 160/US 550 (south) intersection, to MP 15.4, located south of the US 440/County Road (CR) 220 intersection. The project would extend the existing four-lane highway from Grandview east to Bayfield where it would transition to a two-lane highway. Beyond MP 104.2, the roadway already provides sufficient capacity and safety features to obviate the need for improvements through 2025. In Gem Villate, US 160 would be realigned to the south. From the western project limit to the proposed US 160/US 550 (south) intersection, a westbound auxiliary land and an eastbound climbing land would be required. In addition, the project would realign approximately 1.2 miles of US 550 south of US 160; the realigned section of US 550 would be improved to a four-lane highway. The US 160/US 550 (south) intersection as an interchange. Grade separation of this intersection would provide the best option to address the reconnection of US 160 and US 550 due to terrain and traffic volume. US 610 intersections with CR 233 (west) and Sate Highway 172/CR 284 as interchanges. This US 160 intersections with CR 233 (east), CR 232 (west), and CR 232 (east) would be eliminated, with CR 233 passing beneath US 160. The CR 222/CR 223 (west) intersection with US 160 would be signalized. improvements would be made to the existing US 160/CR 501 intersection. Numerous direct access points to US 160 would be consolidated or improved to provide access control. This draft EIS addresses a No Action Alternative and two action alternatives for each of four corridor units into which the project was divided. The preferred alternative would generally follow the existing alignment along the US 160 corridor. POSITIVE IMPACTS: The project would improve conditions for the traveling public along US 160 along the project corridor. More specifically, the project would increase travel efficiency and capacity to meet current and future needs, improve safety for the traveling public by reducing the number and severity of accidents, and provide for controlled access to the highway corridors affected. Intersections with county roads would be upgraded to meet current design standards. Design features, such as alignment shifts, retaining walls, and reduced median widths would reduce impacts to important environmental resources. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of residents and businesses as well as 21 acres of wetlands and associated wildlife habitat and non-wetland habitat, including meadow habitat for a federally protected bird species, the southwestern willow flycatcher. Raptor and migratory birds are likely to next in the corridor. Nine historic properties would be affected by rights-of-way development. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.)and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 050389, 497 pages, September, 2005 PY - 2005 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-05-02-D KW - Birds KW - Endangered Species (Animals) KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36363894?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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=U.S.+HIGHWAY+160+FROM+DURANGO+TO+BAYFIELD%2C+LA+PLATA+COUNTY%2C+COLORADO.&rft.title=U.S.+HIGHWAY+160+FROM+DURANGO+TO+BAYFIELD%2C+LA+PLATA+COUNTY%2C+COLORADO.&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 - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: September, 2005 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - Structural health monitoring for bridge maintenance AN - 19616252; 7338127 AB - The transportation infrastructure plays a major role in the economy of the USA. Providing a reliable mobility and serviceability of this infrastructure is extremely important. Bridges are an integral part of this infrastructure and periodic inspection and maintenance plays a major role in keeping these operational. Appropriate maintenance avoids major bridge rehabilitation and replacement, and extends the structural life cost-effectively. Effective maintenance programs involve several aspects such as scheduling a maintenance activity, the activity itself, and the scope of such an activity. The main challenge faced by a bridge manager is to institute maintenance activities with minimum expenditure. The focus of this paper is to illustrate the possible role of Structural Health Monitoring (SHM) in bridge maintenance and management aspects. This paper illustrates a cost - benefit (value) approach for use of SHM in maintenance applications to quantify the decision-making process involved with maintenance activities. Several examples are presented to show the effectiveness of using SHM in maintenance activities, with a detailed illustration. JF - Bridge Structures: Assessment, Design and Construction AU - Alampalli, Sreenivas AU - Ettouney, Mohammed AU - Agrawal, Anil AD - Bridge Program and Evaluation Services Bureau, New York State Department of Transportation, 50 Wolf Road, Pod 43, Albany, NY, 12232, USA Y1 - 2005/09// PY - 2005 DA - Sep 2005 SP - 345 EP - 354 PB - Taylor & Francis Ltd., 11 New Fetter Lane London EC4P 4EE UK, [mailto:info@tandf.co.uk], [URL:http://www.tandf.co.uk] VL - 1 IS - 3 SN - 1573-2487, 1573-2487 KW - Health & Safety Science Abstracts KW - Structural health monitoring KW - Bridge maintenance KW - Transportation infrastructure KW - USA KW - Bridges KW - Economics KW - Structural analysis KW - inspection KW - infrastructure KW - Maintenance KW - H 15000:Civil/Structural Engineering UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19616252?accountid=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=Bridge+Structures%3A+Assessment%2C+Design+and+Construction&rft.atitle=Structural+health+monitoring+for+bridge+maintenance&rft.au=Alampalli%2C+Sreenivas%3BEttouney%2C+Mohammed%3BAgrawal%2C+Anil&rft.aulast=Alampalli&rft.aufirst=Sreenivas&rft.date=2005-09-01&rft.volume=1&rft.issue=3&rft.spage=345&rft.isbn=&rft.btitle=&rft.title=Bridge+Structures%3A+Assessment%2C+Design+and+Construction&rft.issn=15732487&rft_id=info:doi/10.1080%2F15732480500252751 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2007-05-01 N1 - Last updated - 2015-04-01 N1 - SubjectsTermNotLitGenreText - Bridges; Structural analysis; Economics; inspection; infrastructure; Maintenance; USA DO - http://dx.doi.org/10.1080/15732480500252751 ER - TY - JOUR T1 - Quercus macrocarpa and Q. Prinus physiological and morphological responses to drought stress and their potential for urban forestry AN - 19444410; 6676368 AB - Bur (Quercus macrocarpa Michx.) and chestnut (Q. prinus L.) oaks are nearly allopatric species. Both are drought resistant and tolerant of basic soils, and thus, potentially suitable for urban sites. Their morphological and physiological responses to substrate moisture stress were studied by subjecting container-grown seedlings to no, one or two substrate moisture stress cycles. There were greater differences in response to the stress cycles between species than within species. Quercus macrocarpa seedlings had four-fold higher root:shoot ratios than Q. prinus seedlings receiving no, one or two stress cycles and twice the root surface areas as Q. prinus. However, Q. prinus roots absorbed twice as much water per unit root surface area as Q. prinus. Unstressed Q. prinus seedlings had twice the leaf area ratio (LAR) and were twice as tall as stressed or unstressed Q. macrocarpa seedlings. Unstressed Q. macrocarpa seedlings had the highest relative growth rate (RGR) and twice stressed Q. prinus seedlings the lowest. Within a species, moisture stress had no effect on LAR or net assimilation rate (NAR), but Q. macrocarpa had lower LAR and higher NAR than Q. prinus seedlings. Seedlings of both species had similar leaf water potentials when unstressed but were significantly lowered following one or two stress cycles. Twice stressed Q. macrocarpa had significantly lower leaf solute potentials than similarly stressed Q. prinus seedlings. In both species, drought postponement traits were more strongly expressed than drought tolerance traits. We propose that Q. prinus maybe better adapted to urban planting sites than Q. macrocarpa because of its more efficient water absorbing root system and its apparent adaptation to shallow soils. JF - Urban Forestry & Urban Greening AU - Drunasky, Nicholas AU - Struve, Daniel K AD - Urban Forestry Administration, District Department of Transportation, Washington, DC 20032, USA, struve.1@osu.edu Y1 - 2005/09// PY - 2005 DA - Sep 2005 SP - 13 EP - 22 PB - Elsevier GmbH, Office Jena, P.O. Box 100537 Jena D-07705 Germany, [mailto:journals@elsevier.com], [URL:http://www.elsevier.de/] VL - 4 IS - 1 SN - 1618-8667, 1618-8667 KW - Sustainability Science Abstracts KW - Bur and chestnut oak KW - Drought postponement KW - Drought resistance KW - Leaf water potential KW - Growth rate KW - Physiology KW - Stress KW - planting KW - Seedlings KW - Quercus macrocarpa KW - water potential KW - Droughts KW - Forestry KW - surface area KW - Urban areas KW - M3 1010:Issues in Sustainable Development UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/19444410?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Assamodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Urban+Forestry+%26+Urban+Greening&rft.atitle=Quercus+macrocarpa+and+Q.+Prinus+physiological+and+morphological+responses+to+drought+stress+and+their+potential+for+urban+forestry&rft.au=Drunasky%2C+Nicholas%3BStruve%2C+Daniel+K&rft.aulast=Drunasky&rft.aufirst=Nicholas&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 - Date revised - 2007-06-01 N1 - Last updated - 2015-04-01 N1 - SubjectsTermNotLitGenreText - Growth rate; Physiology; planting; Stress; Seedlings; water potential; Droughts; Urban areas; surface area; Forestry; Quercus macrocarpa DO - http://dx.doi.org/10.1016/j.ufug.2005.07.001 ER - TY - JOUR T1 - Differences in rural and urban driver-injury severities in accidents involving large-trucks: An exploratory analysis AN - 17479559; 6671328 AB - This study explores the differences between urban and rural driver injuries (both passenger-vehicle and large-truck driver injuries) in accidents that involve large trucks (in excess of 10,000 pounds). Using 4 years of California accident data, and considering four driver-injury severity categories (no injury, complaint of pain, visible injury, and severe/fatal injury), a multinomial logit analysis of the data was conducted. Significant differences with respect to various risk factors including driver, vehicle, environmental, road geometry and traffic characteristics were found to exist between urban and rural models. For example, in rural accidents involving tractor-trailer combinations, the probability of drivers' injuries being severe/fatal increased about 26% relative to accidents involving single-unit trucks. In urban areas, this same probability increased nearly 700%. In accidents where alcohol or drug use was identified as being the primary cause of the accident, the probability of severe/fatal injury increased roughly 250% percent in rural areas and nearly 800% in urban areas. While many of the same variables were found to be significant in both rural and urban models (although often with quite different impact), there were 13 variables that significantly influenced driver-injury severity in rural but not urban areas, and 17 variables that significantly influenced driver-injury severity in urban but not rural areas. We speculate that the significant differences between rural and urban injury severities may be at least partially attributable to the different perceptual, cognitive and response demands placed on drivers in rural versus urban areas. JF - Accident Analysis & Prevention AU - Khorashadi, Ahmad AU - Niemeier, Debbie AU - Shankar, Venky AU - Mannering, Fred AD - California Department of Transportation, Traffic Operations/Traffic Safety Research, 1120 N Street, Room 4500, Sacramento, CA 95814, USA, ahmad_khorashadi@dot.ca.gov Y1 - 2005/09// PY - 2005 DA - Sep 2005 SP - 910 EP - 921 PB - Elsevier Science Ltd., Pergamon, P.O. Box 800 Kidlington Oxford OX5 1DX UK, [mailto:nlinfo-f@elsevier.nl], [URL:http://www.elsevier.nl] VL - 37 IS - 5 SN - 0001-4575, 0001-4575 KW - Health & Safety Science Abstracts KW - Injury severity KW - Truck accidents KW - Urban/rural differences KW - Multinomial logit KW - Mortality KW - Alcohol KW - Accidents KW - Injuries KW - Trucks KW - USA, California KW - Urban areas KW - Rural areas KW - H 11000:Diseases/Injuries/Trauma UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17479559?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Accident+Analysis+%26+Prevention&rft.atitle=Differences+in+rural+and+urban+driver-injury+severities+in+accidents+involving+large-trucks%3A+An+exploratory+analysis&rft.au=Khorashadi%2C+Ahmad%3BNiemeier%2C+Debbie%3BShankar%2C+Venky%3BMannering%2C+Fred&rft.aulast=Khorashadi&rft.aufirst=Ahmad&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 - Date revised - 2006-02-01 N1 - Last updated - 2015-03-25 N1 - SubjectsTermNotLitGenreText - Alcohol; Mortality; Accidents; Injuries; Trucks; Rural areas; Urban areas; USA, California DO - http://dx.doi.org/10.1016/j.aap.2005.04.009 ER - TY - JOUR T1 - Gas Chromatographic-Mass Spectrometric Differentiation of Atenolol, Metoprolol, Propranolol, and an Interfering Metabolite Product of Metoprolol AN - 17433938; 6585539 AB - Over a 10-year period, 1993-2002, Federal Aviation Administration identified 50 pilot fatalities involving atenolol, metoprolol, and propranolol, which is consistent with the fact that these drugs have been in the lists of the top 200 drugs prescribed in the U.S. In a few of the 50 pilot fatality cases, initial analysis suggested the presence of atenolol and metoprolol. However, there was no medical history with these cases supporting the use of both drugs. Therefore, atenolol, metoprolol, and/or propranolol, with their possible metabolite(s), were re-extracted from the selected case specimens, derivatized with pentafluoropropionic anhydride (PFPA), and analyzed by gas chromatography-mass spectrometry (GC-MS). The MS spectra of these three antihypertensives and a metoprolol metabolite are nearly identical. All of the PFPA derivatives had baseline GC separation, with the exception of a metoprolol metabolite product, which co-eluted with atenolol. There were four primary mass fragments (m/z 408, 366, 202, and 176) found with all of the PFPA-beta-blockers and with the interfering metabolite product. However, atenolol has three unique fragments (m/z 244, 172, and 132), metoprolol has two unique fragments (m/z 559 and 107), propranolol has four unique fragments (m/z 551, 183, 144, and 127), and the metoprolol metabolite product has two unique fragments (m/z 557 and 149). These distinctive fragments were further validated by using a computer program that predicts logical mass fragments and performing GC-MS of deuterated PFPA-atenolol and PFPA-propranolol and of the PFPA-alpha-hydroxy metabolite of metoprolol. By using the unique mass fragments, none of the pilot fatality cases were found to contain more than one beta-blocker. Therefore, these mass ions can be used for differentiating and simultaneously analyzing these structurally similar beta-blockers in biological samples. JF - Journal of Analytical Toxicology AU - Angier, M K AU - Lewis, R J AU - Chaturvedi, A K AU - Canfield, D V AD - Civil Aerospace Medical Institute, Federal Aviation Administration, Bioaeronautical Sciences Research Laboratory, AAM-610, P.O. Box 25082, Oklahoma City, Oklahoma 73125, USA Y1 - 2005/09// PY - 2005 DA - Sep 2005 SP - 517 EP - 521 VL - 29 IS - 6 SN - 0146-4760, 0146-4760 KW - Toxicology Abstracts KW - Computer programs KW - Ions KW - Antihypertensives KW - Propranolol KW - Gas chromatography KW - metoprolol KW - Atenolol KW - Drugs KW - Mass spectroscopy KW - X 24222:Analytical procedures UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17433938?accountid=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=Gas+Chromatographic-Mass+Spectrometric+Differentiation+of+Atenolol%2C+Metoprolol%2C+Propranolol%2C+and+an+Interfering+Metabolite+Product+of+Metoprolol&rft.au=Angier%2C+M+K%3BLewis%2C+R+J%3BChaturvedi%2C+A+K%3BCanfield%2C+D+V&rft.aulast=Angier&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 - Date revised - 2006-01-01 N1 - Last updated - 2015-03-25 N1 - SubjectsTermNotLitGenreText - Ions; Computer programs; Antihypertensives; Propranolol; Gas chromatography; metoprolol; Atenolol; Drugs; Mass spectroscopy ER - TY - JOUR T1 - Wetland change analysis of San Dieguito Lagoon, California, USA: 1928-1994 AN - 17379892; 6470815 AB - This study analyzed change of a coastal wetland using remote sensing, image processing, and GIS techniques. Aerial photographs from 1928, 1945, 1975, and 1994 were acquired for San Dieguito Lagoon, in San Diego County, California, USA. The photographs were scanned and the landscape classified as wetland or non-wetland. A GIS model quantified and indicated trends in wetland change. Results show that, in 1928, 50% (366 ha) of the study area was comprised of wetlands. By 1994, the total wetland area decreased to 15% (109 ha) of the study site area. The annualized loss reveals a continual decrease in the rate of loss over all three time periods, which corresponds to the national decline in the rate of wetland loss. The greatest loss rate occurred from 1928 to 1945 (3% per year), and the lowest rate of loss occurred from 1975 to 1994 (0.3% per year). JF - Wetlands AU - Kent, B J AU - Mast, J N AD - California Department of Transportation, District 11, Planning Division 2829 Juan Street San Diego, California, USA 92110, JMast@carthage.edu Y1 - 2005/09// PY - 2005 DA - September 2005 SP - 780 EP - 787 PB - The Society of Wetland Scientists VL - 25 IS - 3 SN - 0277-5212, 0277-5212 KW - ASFA 2: Ocean Technology Policy & Non-Living Resources; ASFA 1: Biological Sciences & Living Resources; Oceanic Abstracts; Water Resources Abstracts; Ecology Abstracts KW - Remote Sensing KW - Remote sensing KW - Lagoons KW - Models KW - Wetlands KW - USA, California KW - USA, California, San Dieguito Lagoon KW - Mapping KW - INE, California, San Dieguito Lagoon KW - Geographical Information Systems KW - Marine KW - Aerial Photography KW - Landscape KW - Brackish KW - Image processing KW - Habitat KW - Model Studies KW - Aerial photographs KW - Geographic information systems KW - Coastal lagoons KW - O 1070:Ecology/Community Studies KW - Q2 09393:Remote geosensing KW - Q1 08463:Habitat community studies KW - SW 5040:Data acquisition KW - D 04200:Wetlands UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17379892?accountid=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=Wetlands&rft.atitle=Wetland+change+analysis+of+San+Dieguito+Lagoon%2C+California%2C+USA%3A+1928-1994&rft.au=Kent%2C+B+J%3BMast%2C+J+N&rft.aulast=Kent&rft.aufirst=B&rft.date=2005-09-01&rft.volume=25&rft.issue=3&rft.spage=780&rft.isbn=&rft.btitle=&rft.title=Wetlands&rft.issn=02775212&rft_id=info:doi/10.1043%2F0277-5212%282005%290252.0.CO%3B2 LA - English DB - ProQuest Environmental Science Collection N1 - Date revised - 2006-01-01 N1 - Last updated - 2016-05-27 N1 - SubjectsTermNotLitGenreText - Aerial photographs; Remote sensing; Image processing; Wetlands; Mapping; Coastal lagoons; Habitat; Landscape; Geographic information systems; Lagoons; Models; Remote Sensing; Aerial Photography; Model Studies; Geographical Information Systems; USA, California, San Dieguito Lagoon; USA, California; INE, California, San Dieguito Lagoon; Brackish; Marine DO - http://dx.doi.org/10.1043/0277-5212(2005)025[0780:WCAOSD]2.0.CO;2 ER - TY - RPRT T1 - U.S. HIGHWAY 160 FROM DURANGO TO BAYFIELD, LA PLATA COUNTY, COLORADO. AN - 16344754; 11748 AB - PURPOSE: The construction of 16.2 miles of highway within the US 160 corridor in La Plata County, Colorado is proposed. The new roadway would extend from milepost (MP) 88, east of Durango, to MP 104.2, east of Bayfield. Approximately 1.2 miles of the project would run along the US 550 corridor, extending from MP 16.6, located at the US 160/US 550 (south) intersection, to MP 15.4, located south of the US 440/County Road (CR) 220 intersection. The project would extend the existing four-lane highway from Grandview east to Bayfield where it would transition to a two-lane highway. Beyond MP 104.2, the roadway already provides sufficient capacity and safety features to obviate the need for improvements through 2025. In Gem Villate, US 160 would be realigned to the south. From the western project limit to the proposed US 160/US 550 (south) intersection, a westbound auxiliary land and an eastbound climbing land would be required. In addition, the project would realign approximately 1.2 miles of US 550 south of US 160; the realigned section of US 550 would be improved to a four-lane highway. The US 160/US 550 (south) intersection as an interchange. Grade separation of this intersection would provide the best option to address the reconnection of US 160 and US 550 due to terrain and traffic volume. US 610 intersections with CR 233 (west) and Sate Highway 172/CR 284 as interchanges. This US 160 intersections with CR 233 (east), CR 232 (west), and CR 232 (east) would be eliminated, with CR 233 passing beneath US 160. The CR 222/CR 223 (west) intersection with US 160 would be signalized. improvements would be made to the existing US 160/CR 501 intersection. Numerous direct access points to US 160 would be consolidated or improved to provide access control. This draft EIS addresses a No Action Alternative and two action alternatives for each of four corridor units into which the project was divided. The preferred alternative would generally follow the existing alignment along the US 160 corridor. POSITIVE IMPACTS: The project would improve conditions for the traveling public along US 160 along the project corridor. More specifically, the project would increase travel efficiency and capacity to meet current and future needs, improve safety for the traveling public by reducing the number and severity of accidents, and provide for controlled access to the highway corridors affected. Intersections with county roads would be upgraded to meet current design standards. Design features, such as alignment shifts, retaining walls, and reduced median widths would reduce impacts to important environmental resources. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of residents and businesses as well as 21 acres of wetlands and associated wildlife habitat and non-wetland habitat, including meadow habitat for a federally protected bird species, the southwestern willow flycatcher. Raptor and migratory birds are likely to next in the corridor. Nine historic properties would be affected by rights-of-way development. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.)and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 050389, 497 pages, September, 2005 PY - 2005 KW - Roads and Railroads KW - Agency number: FHWA-CO-EIS-05-02-D KW - Birds KW - Endangered Species (Animals) KW - Highways KW - Highway Structures KW - Historic Sites KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Transportation KW - Wetlands KW - Wildlife Habitat KW - Colorado KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16344754?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&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=U.S.+HIGHWAY+160+FROM+DURANGO+TO+BAYFIELD%2C+LA+PLATA+COUNTY%2C+COLORADO.&rft.title=U.S.+HIGHWAY+160+FROM+DURANGO+TO+BAYFIELD%2C+LA+PLATA+COUNTY%2C+COLORADO.&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 - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: September, 2005 N1 - Last updated - 2014-01-30 ER - TY - JOUR T1 - Anatomy of a landslide AN - 1464886371; 2013-094634 JF - AEG News AU - Wright, Michael J Y1 - 2005/09// PY - 2005 DA - September 2005 SP - 13 PB - Association of Environmental & Engineering Geologists, Lawrence, KS VL - 48 IS - 3 SN - 0899-5788, 0899-5788 KW - United States KW - embankments KW - geologic hazards KW - erosion KW - engineering properties KW - central Mississippi KW - mass movements KW - sediments KW - construction KW - soil mechanics KW - clastic sediments KW - Mississippi KW - silt KW - Loess Bluff KW - preventive measures KW - landslides KW - anchors KW - rupture KW - saturation KW - natural hazards KW - unconformities KW - scarps KW - slope stability KW - roads KW - cross sections KW - 30:Engineering geology KW - 22:Environmental geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1464886371?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=AEG+News&rft.atitle=Anatomy+of+a+landslide&rft.au=Wright%2C+Michael+J&rft.aulast=Wright&rft.aufirst=Michael&rft.date=2005-09-01&rft.volume=48&rft.issue=3&rft.spage=13&rft.isbn=&rft.btitle=&rft.title=AEG+News&rft.issn=08995788&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2013, American Geosciences Institute. N1 - Date revised - 2013-01-01 N1 - PubXState - KS N1 - Document feature - illus. N1 - Last updated - 2013-12-05 N1 - SubjectsTermNotLitGenreText - anchors; central Mississippi; clastic sediments; construction; cross sections; embankments; engineering properties; erosion; geologic hazards; landslides; Loess Bluff; mass movements; Mississippi; natural hazards; preventive measures; roads; rupture; saturation; scarps; sediments; silt; slope stability; soil mechanics; unconformities; United States ER - TY - JOUR T1 - Design guidelines for wire mesh/cable net slope protection AN - 1464881951; 2013-094633 JF - AEG News AU - Muhunthan, Balasingam AU - Badger, Tom AU - Lowell, Steve Y1 - 2005/09// PY - 2005 DA - September 2005 SP - 12 EP - 12, 14 PB - Association of Environmental & Engineering Geologists, Lawrence, KS VL - 48 IS - 3 SN - 0899-5788, 0899-5788 KW - methods KW - rockfalls KW - failures KW - geologic hazards KW - engineering properties KW - slopes KW - loading KW - stability KW - wire mesh KW - anchors KW - mass movements KW - natural hazards KW - slope stability KW - design KW - cable net KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/1464881951?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ageorefmodule&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=AEG+News&rft.atitle=Design+guidelines+for+wire+mesh%2Fcable+net+slope+protection&rft.au=Muhunthan%2C+Balasingam%3BBadger%2C+Tom%3BLowell%2C+Steve&rft.aulast=Muhunthan&rft.aufirst=Balasingam&rft.date=2005-09-01&rft.volume=48&rft.issue=3&rft.spage=12&rft.isbn=&rft.btitle=&rft.title=AEG+News&rft.issn=08995788&rft_id=info:doi/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2013, American Geosciences Institute. N1 - Date revised - 2013-01-01 N1 - Number of references - 3 N1 - PubXState - KS N1 - Document feature - illus. N1 - Last updated - 2013-12-05 N1 - SubjectsTermNotLitGenreText - anchors; cable net; design; engineering properties; failures; geologic hazards; loading; mass movements; methods; natural hazards; rockfalls; slope stability; slopes; stability; wire mesh ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 25 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36382659; 050616D-050359_0025 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 25 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382659?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 6 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36381651; 050616D-050359_0006 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 6 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381651?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 3 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36381566; 050616D-050359_0003 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 3 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381566?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 21 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36379618; 050616D-050359_0021 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 21 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379618?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 10 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36379504; 050616D-050359_0010 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 10 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379504?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 2 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36379394; 050616D-050359_0002 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 2 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379394?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 4 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36379288; 050616D-050359_0004 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 4 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379288?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 1 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36379195; 050616D-050359_0001 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 1 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379195?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 20 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36379102; 050616D-050359_0020 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 20 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379102?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 5 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36378999; 050616D-050359_0005 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 5 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378999?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 16 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36378890; 050616D-050359_0016 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 16 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378890?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 13 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36378806; 050616D-050359_0013 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 13 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378806?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 23 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36378385; 050616D-050359_0023 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 23 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378385?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 9 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36377953; 050616D-050359_0009 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 9 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36377953?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 7 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36374601; 050616D-050359_0007 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 7 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36374601?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 26 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36372353; 050616D-050359_0026 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 26 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372353?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 17 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36371965; 050616D-050359_0017 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 17 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371965?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 11 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36371898; 050616D-050359_0011 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 11 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371898?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 22 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36370913; 050616D-050359_0022 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 22 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370913?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 8 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36370337; 050616D-050359_0008 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 8 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370337?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 18 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36370274; 050616D-050359_0018 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 18 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370274?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 28 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36368046; 050616D-050359_0028 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 28 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368046?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 24 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36367990; 050616D-050359_0024 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 24 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367990?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 14 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36367607; 050616D-050359_0014 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 14 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367607?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 27 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36367334; 050616D-050359_0027 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 27 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367334?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 19 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36366798; 050616D-050359_0019 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 19 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366798?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 12 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36366740; 050616D-050359_0012 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 12 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366740?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. [Part 15 of 28] T2 - SOUTH DENALI IMPLEMENTATION PLAN, DENALI NATIONAL PARK AND PRESERVE, MATANUSKA-SUSITNA BOROUGH, ALASKA. AN - 36363629; 050616D-050359_0015 AB - PURPOSE: The provision of expanded visitor facilities and recreational opportunities in the south Denali region of Denali Park, Alaska is proposed. The plan would government management of the area until the year 2020. Over the past 20 years, general growth in the tourism industry statewide has brought more pressure for access to Alaska's wildlands. Visitation to the South Denali region has increased substantially in recent years and expanded recreational opportunities are needed. Three alternatives, including a No Action Alternative (Alternative A), which would support the 1997 Record of Decision for the South Side Denali Development Concept Plan and represent no change from the current policy, are considered in this draft EIS. Under Alternative B, a new 7,500-square-foot nature center would be constructed on approximately 2.5 acres in the Peters Hills inside the southern boundary of Denali State Park. A paved parking area would be constructed near the junction of Petersville Road and the proposed access road (Mile Post (MP) 28 of Petersville Road) to accommodate private vehicles. A seven-mile access road would be constructed from MP 28 of Petersville Road to the nature center. Upgrading and widening Petersville Road between MP 9.3 and MP 28 would constitute an associated action necessary to implement the alternative. Approximately 31 miles of trails would be constructed in the vicinity of the new nature center. Under Alternative C, which is the preferred alternative, a new 16,000-square-foot visitor center would be constructed on a 4.1-acre tract at the highway site in Denali State Park. A paved parking area would be provided on the natural bench across from the Denali View South Wayside near Parks Highway MP 134.6. An access road approximately 3.5 miles in length would be constructed from the parking area to the visitor center. Approximately 13 miles of trails would be provide in the vicinity of the new visitor center. POSITIVE IMPACTS: The plan would provide for a quality visitor experience while protecting resource values at the park; enhance recreational and access opportunities South Denali region for the benefit of a variety of visitors, including Alaskans, independent travelers, and package tour travelers; and preserve the quality of life for residents in nearby communities. Employment pools in the area would be boosted significantly under Alternative C, and the alternative would generally improve the local economy. NEGATIVE IMPACTS: Construction and other development activities would have minor impacts on water quality, aquatic resources, fish, and wildlife and moderate adverse impacts on soils and cultural resource sites. Approximately six acres of wetlands would be affected, as would 155 acres of terrestrial vegetation. Certain quality of life measures would decline somewhat due to the influx of visitors and employees. The pristine quality of some wilderness experiences would be marred somewhat. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and National Park Service Organic Act of 1916 (16 U.S.C. 1 et seq.). JF - EPA number: 050359, 294 pages, August 30, 2005 PY - 2005 VL - 15 KW - Parks, Refuges and Forests KW - Agency number: DES 05-42 KW - Cost Assessments KW - National Parks KW - Parking KW - Parks KW - Preserves KW - Recreation Facilities KW - Recreation Resources KW - Recreation Resources Management KW - Recreation Resources Surveys KW - Roads KW - Trails KW - Transportation KW - Vegetation KW - Wetlands KW - Wilderness KW - Wildlife Habitat KW - Alaska KW - Denali National Park and Preserve KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - National Park Service Organic Act of 1916, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36363629?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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, National Park Service, Talkeetna, Alaska; DOI N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 30, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT OF IBERIA, LOUISIANA. [Part 2 of 5] T2 - PORT OF IBERIA, LOUISIANA. AN - 36378263; 050703D-050355_0002 AB - PURPOSE: The deepening of existing navigation channels between the Port of Iberia (POI) and the Gulf of Mexico in Louisiana is proposed. The study area is bounded by the cities of Lafayette and New Iberia to the north, the Atchafalaya River to the east, the Vermilion River and the Freshwater Bayou to the west, and the Weeks Bay/Vermillion Bay complex and the Gulf of Mexico to the south. Major communities in the study areas include New Iberia, Lafayette, Jeanerette, Franklin, Abbeville, and numerous smaller communities. The Freshwater Bayou alignment incorporates four existing channels, namely, the Commercial Canal, west on the Gulf Intracoastal Waterway, and then south Aon the Freshwater Bayou to the Gulf. n August 2002 reconnaissance report recommended the deepening of the Commercial Canal, portions of the Gulf Intracoastal Waterway, and Freshwater Bayou from an average depth of 12 feet below mean lower low water (MLLW) to a depth of 20 feet below MLLW from the POI to the Gulf of Mexico. The limits of the proposed project extend into Vermillion Parish, which is beyond the jurisdiction of the POI, hence, the Louisiana Department of Transportation and Development agreed to act as the non-federal sponsor for construction of the project. Alternative channel depths under consideration in this draft EIS are 16, 18, and 20 feet below MLLW. As the shallower depths of 16 and 18 feet below MLLW would not accommodate the larger vessels required to transport deepwater topsides and jackets. Moreover, some vessels would be restricted to one-way traffic in their use of the modified channel. Channel width under the 20-foot proposed action would be 150 feet. Estimated cost of initial construction is estimated at $203 million, while the average annual operation and maintenance costs are estimated at $1.9 million. The overall benefit-cost ratio is estimated at 1.84. POSITIVE IMPACTS: The project would improve navigational access from the POI to the Gulf of Mexico, improve and maintain the current state of the affected environmental resources, and minimize any future marsh degradation. Dredge material would be used beneficially to restore bank lines and create marsh habitat. Operation and maintenance cost savings would be significant. Dredged material would also be used to nourish beaches, improving littoral hydrology along a number of shorelines. NEGATIVE IMPACTS: Approximately 501 acres of marsh would be converted to upland. The project would also affect 131 acres of freshwater marsh, 2,618 acres of intermediate marsh, 445 acres of brackish marsh, and 3,197 acres of shallow open water. Dredging and disposal activities would temporarily degrade essential fish habitat. Benthic habitat would be destroyed by dredging and disposal operations LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Water Resources Development Act of 1986 (P.L. 106-541). JF - EPA number: 050355, 141 pages, August 26, 2005 PY - 2005 VL - 2 KW - Water KW - Bank Protection KW - Beaches KW - Channels KW - Disposal KW - Dredging KW - Fish KW - Hydrology KW - Navigation KW - Rivers KW - Shores KW - Waterways KW - Wetlands KW - Wildlife Habitat KW - Freshwater Bayou KW - Gulf Intracoastal Waterway KW - Gulf of Mexico KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Water Resources Development Act of 1986, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378263?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 26, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT OF IBERIA, LOUISIANA. [Part 4 of 5] T2 - PORT OF IBERIA, LOUISIANA. AN - 36371728; 050703D-050355_0004 AB - PURPOSE: The deepening of existing navigation channels between the Port of Iberia (POI) and the Gulf of Mexico in Louisiana is proposed. The study area is bounded by the cities of Lafayette and New Iberia to the north, the Atchafalaya River to the east, the Vermilion River and the Freshwater Bayou to the west, and the Weeks Bay/Vermillion Bay complex and the Gulf of Mexico to the south. Major communities in the study areas include New Iberia, Lafayette, Jeanerette, Franklin, Abbeville, and numerous smaller communities. The Freshwater Bayou alignment incorporates four existing channels, namely, the Commercial Canal, west on the Gulf Intracoastal Waterway, and then south Aon the Freshwater Bayou to the Gulf. n August 2002 reconnaissance report recommended the deepening of the Commercial Canal, portions of the Gulf Intracoastal Waterway, and Freshwater Bayou from an average depth of 12 feet below mean lower low water (MLLW) to a depth of 20 feet below MLLW from the POI to the Gulf of Mexico. The limits of the proposed project extend into Vermillion Parish, which is beyond the jurisdiction of the POI, hence, the Louisiana Department of Transportation and Development agreed to act as the non-federal sponsor for construction of the project. Alternative channel depths under consideration in this draft EIS are 16, 18, and 20 feet below MLLW. As the shallower depths of 16 and 18 feet below MLLW would not accommodate the larger vessels required to transport deepwater topsides and jackets. Moreover, some vessels would be restricted to one-way traffic in their use of the modified channel. Channel width under the 20-foot proposed action would be 150 feet. Estimated cost of initial construction is estimated at $203 million, while the average annual operation and maintenance costs are estimated at $1.9 million. The overall benefit-cost ratio is estimated at 1.84. POSITIVE IMPACTS: The project would improve navigational access from the POI to the Gulf of Mexico, improve and maintain the current state of the affected environmental resources, and minimize any future marsh degradation. Dredge material would be used beneficially to restore bank lines and create marsh habitat. Operation and maintenance cost savings would be significant. Dredged material would also be used to nourish beaches, improving littoral hydrology along a number of shorelines. NEGATIVE IMPACTS: Approximately 501 acres of marsh would be converted to upland. The project would also affect 131 acres of freshwater marsh, 2,618 acres of intermediate marsh, 445 acres of brackish marsh, and 3,197 acres of shallow open water. Dredging and disposal activities would temporarily degrade essential fish habitat. Benthic habitat would be destroyed by dredging and disposal operations LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Water Resources Development Act of 1986 (P.L. 106-541). JF - EPA number: 050355, 141 pages, August 26, 2005 PY - 2005 VL - 4 KW - Water KW - Bank Protection KW - Beaches KW - Channels KW - Disposal KW - Dredging KW - Fish KW - Hydrology KW - Navigation KW - Rivers KW - Shores KW - Waterways KW - Wetlands KW - Wildlife Habitat KW - Freshwater Bayou KW - Gulf Intracoastal Waterway KW - Gulf of Mexico KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Water Resources Development Act of 1986, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371728?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 26, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT OF IBERIA, LOUISIANA. [Part 3 of 5] T2 - PORT OF IBERIA, LOUISIANA. AN - 36371674; 050703D-050355_0003 AB - PURPOSE: The deepening of existing navigation channels between the Port of Iberia (POI) and the Gulf of Mexico in Louisiana is proposed. The study area is bounded by the cities of Lafayette and New Iberia to the north, the Atchafalaya River to the east, the Vermilion River and the Freshwater Bayou to the west, and the Weeks Bay/Vermillion Bay complex and the Gulf of Mexico to the south. Major communities in the study areas include New Iberia, Lafayette, Jeanerette, Franklin, Abbeville, and numerous smaller communities. The Freshwater Bayou alignment incorporates four existing channels, namely, the Commercial Canal, west on the Gulf Intracoastal Waterway, and then south Aon the Freshwater Bayou to the Gulf. n August 2002 reconnaissance report recommended the deepening of the Commercial Canal, portions of the Gulf Intracoastal Waterway, and Freshwater Bayou from an average depth of 12 feet below mean lower low water (MLLW) to a depth of 20 feet below MLLW from the POI to the Gulf of Mexico. The limits of the proposed project extend into Vermillion Parish, which is beyond the jurisdiction of the POI, hence, the Louisiana Department of Transportation and Development agreed to act as the non-federal sponsor for construction of the project. Alternative channel depths under consideration in this draft EIS are 16, 18, and 20 feet below MLLW. As the shallower depths of 16 and 18 feet below MLLW would not accommodate the larger vessels required to transport deepwater topsides and jackets. Moreover, some vessels would be restricted to one-way traffic in their use of the modified channel. Channel width under the 20-foot proposed action would be 150 feet. Estimated cost of initial construction is estimated at $203 million, while the average annual operation and maintenance costs are estimated at $1.9 million. The overall benefit-cost ratio is estimated at 1.84. POSITIVE IMPACTS: The project would improve navigational access from the POI to the Gulf of Mexico, improve and maintain the current state of the affected environmental resources, and minimize any future marsh degradation. Dredge material would be used beneficially to restore bank lines and create marsh habitat. Operation and maintenance cost savings would be significant. Dredged material would also be used to nourish beaches, improving littoral hydrology along a number of shorelines. NEGATIVE IMPACTS: Approximately 501 acres of marsh would be converted to upland. The project would also affect 131 acres of freshwater marsh, 2,618 acres of intermediate marsh, 445 acres of brackish marsh, and 3,197 acres of shallow open water. Dredging and disposal activities would temporarily degrade essential fish habitat. Benthic habitat would be destroyed by dredging and disposal operations LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Water Resources Development Act of 1986 (P.L. 106-541). JF - EPA number: 050355, 141 pages, August 26, 2005 PY - 2005 VL - 3 KW - Water KW - Bank Protection KW - Beaches KW - Channels KW - Disposal KW - Dredging KW - Fish KW - Hydrology KW - Navigation KW - Rivers KW - Shores KW - Waterways KW - Wetlands KW - Wildlife Habitat KW - Freshwater Bayou KW - Gulf Intracoastal Waterway KW - Gulf of Mexico KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Water Resources Development Act of 1986, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371674?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 26, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT OF IBERIA, LOUISIANA. [Part 1 of 5] T2 - PORT OF IBERIA, LOUISIANA. AN - 36370831; 050703D-050355_0001 AB - PURPOSE: The deepening of existing navigation channels between the Port of Iberia (POI) and the Gulf of Mexico in Louisiana is proposed. The study area is bounded by the cities of Lafayette and New Iberia to the north, the Atchafalaya River to the east, the Vermilion River and the Freshwater Bayou to the west, and the Weeks Bay/Vermillion Bay complex and the Gulf of Mexico to the south. Major communities in the study areas include New Iberia, Lafayette, Jeanerette, Franklin, Abbeville, and numerous smaller communities. The Freshwater Bayou alignment incorporates four existing channels, namely, the Commercial Canal, west on the Gulf Intracoastal Waterway, and then south Aon the Freshwater Bayou to the Gulf. n August 2002 reconnaissance report recommended the deepening of the Commercial Canal, portions of the Gulf Intracoastal Waterway, and Freshwater Bayou from an average depth of 12 feet below mean lower low water (MLLW) to a depth of 20 feet below MLLW from the POI to the Gulf of Mexico. The limits of the proposed project extend into Vermillion Parish, which is beyond the jurisdiction of the POI, hence, the Louisiana Department of Transportation and Development agreed to act as the non-federal sponsor for construction of the project. Alternative channel depths under consideration in this draft EIS are 16, 18, and 20 feet below MLLW. As the shallower depths of 16 and 18 feet below MLLW would not accommodate the larger vessels required to transport deepwater topsides and jackets. Moreover, some vessels would be restricted to one-way traffic in their use of the modified channel. Channel width under the 20-foot proposed action would be 150 feet. Estimated cost of initial construction is estimated at $203 million, while the average annual operation and maintenance costs are estimated at $1.9 million. The overall benefit-cost ratio is estimated at 1.84. POSITIVE IMPACTS: The project would improve navigational access from the POI to the Gulf of Mexico, improve and maintain the current state of the affected environmental resources, and minimize any future marsh degradation. Dredge material would be used beneficially to restore bank lines and create marsh habitat. Operation and maintenance cost savings would be significant. Dredged material would also be used to nourish beaches, improving littoral hydrology along a number of shorelines. NEGATIVE IMPACTS: Approximately 501 acres of marsh would be converted to upland. The project would also affect 131 acres of freshwater marsh, 2,618 acres of intermediate marsh, 445 acres of brackish marsh, and 3,197 acres of shallow open water. Dredging and disposal activities would temporarily degrade essential fish habitat. Benthic habitat would be destroyed by dredging and disposal operations LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Water Resources Development Act of 1986 (P.L. 106-541). JF - EPA number: 050355, 141 pages, August 26, 2005 PY - 2005 VL - 1 KW - Water KW - Bank Protection KW - Beaches KW - Channels KW - Disposal KW - Dredging KW - Fish KW - Hydrology KW - Navigation KW - Rivers KW - Shores KW - Waterways KW - Wetlands KW - Wildlife Habitat KW - Freshwater Bayou KW - Gulf Intracoastal Waterway KW - Gulf of Mexico KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Water Resources Development Act of 1986, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370831?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 26, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - PORT OF IBERIA, LOUISIANA. [Part 5 of 5] T2 - PORT OF IBERIA, LOUISIANA. AN - 36367280; 050703D-050355_0005 AB - PURPOSE: The deepening of existing navigation channels between the Port of Iberia (POI) and the Gulf of Mexico in Louisiana is proposed. The study area is bounded by the cities of Lafayette and New Iberia to the north, the Atchafalaya River to the east, the Vermilion River and the Freshwater Bayou to the west, and the Weeks Bay/Vermillion Bay complex and the Gulf of Mexico to the south. Major communities in the study areas include New Iberia, Lafayette, Jeanerette, Franklin, Abbeville, and numerous smaller communities. The Freshwater Bayou alignment incorporates four existing channels, namely, the Commercial Canal, west on the Gulf Intracoastal Waterway, and then south Aon the Freshwater Bayou to the Gulf. n August 2002 reconnaissance report recommended the deepening of the Commercial Canal, portions of the Gulf Intracoastal Waterway, and Freshwater Bayou from an average depth of 12 feet below mean lower low water (MLLW) to a depth of 20 feet below MLLW from the POI to the Gulf of Mexico. The limits of the proposed project extend into Vermillion Parish, which is beyond the jurisdiction of the POI, hence, the Louisiana Department of Transportation and Development agreed to act as the non-federal sponsor for construction of the project. Alternative channel depths under consideration in this draft EIS are 16, 18, and 20 feet below MLLW. As the shallower depths of 16 and 18 feet below MLLW would not accommodate the larger vessels required to transport deepwater topsides and jackets. Moreover, some vessels would be restricted to one-way traffic in their use of the modified channel. Channel width under the 20-foot proposed action would be 150 feet. Estimated cost of initial construction is estimated at $203 million, while the average annual operation and maintenance costs are estimated at $1.9 million. The overall benefit-cost ratio is estimated at 1.84. POSITIVE IMPACTS: The project would improve navigational access from the POI to the Gulf of Mexico, improve and maintain the current state of the affected environmental resources, and minimize any future marsh degradation. Dredge material would be used beneficially to restore bank lines and create marsh habitat. Operation and maintenance cost savings would be significant. Dredged material would also be used to nourish beaches, improving littoral hydrology along a number of shorelines. NEGATIVE IMPACTS: Approximately 501 acres of marsh would be converted to upland. The project would also affect 131 acres of freshwater marsh, 2,618 acres of intermediate marsh, 445 acres of brackish marsh, and 3,197 acres of shallow open water. Dredging and disposal activities would temporarily degrade essential fish habitat. Benthic habitat would be destroyed by dredging and disposal operations LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Water Resources Development Act of 1986 (P.L. 106-541). JF - EPA number: 050355, 141 pages, August 26, 2005 PY - 2005 VL - 5 KW - Water KW - Bank Protection KW - Beaches KW - Channels KW - Disposal KW - Dredging KW - Fish KW - Hydrology KW - Navigation KW - Rivers KW - Shores KW - Waterways KW - Wetlands KW - Wildlife Habitat KW - Freshwater Bayou KW - Gulf Intracoastal Waterway KW - Gulf of Mexico KW - Louisiana KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Water Resources Development Act of 1986, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367280?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 the Army, Corps of Engineers, New Orleans, Louisiana; ARMY N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 26, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WILLIS AVENUE BRIDGE RECONSTRUCTION PROJECT, NEW YORK AND BRONX COUNTIES, NEW YORK. AN - 36438035; 11624 AB - PURPOSE: The reconstruction of the 100-year-old Willis Avenue Bridge over the Harlem River between Manhattan and the Bronx, New York City, New York is proposed. The bridge provides a continuous street rid system between upper Manhattan in New York County and the southwest Bronx in Bronx County as well as providing a connecting from the northbound Franklin D. Roosevelt (FDR) Drive to the Major Deegan Expressway and Bruckner Boulevard. The bridge is open for one-way. Bronx-bound vehicular travel with complementary Manhattan-bound service provided no the Third Avenue Bridge, several blocks to the north. The bridge serves the dual function of linking the street grid systems of the two boroughs and providing key access between several regional highways as a toll-free alternative to the Triborough Bridge. Like most Harlem River moveable bridges, the Willis Avenue Bridge is a swing bridge that was constructed near the turn of the Twentieth Century; the bridge pivots open about a vertical access for navigational purposes. Opened to traffic in August 1901, the bridge consists of a swing span with a single flanking through truss span and multi-girder approaches. The proposed project would completely replace the river crossing with a new swing span and flaking girder spans on each site on a new alignment immediately south and slightly skewed to the existing bridge alignment. Four lanes of traffic would be maintained on the bridge mainline, as is the case on the existing bridge. All new steel approaches and ramps would transition back to the existing connections with the street and arterial highway networks. The First Avenue approach and FDR Drive ramp would be replaced on new alignments with standard radius curves. The Willis Avenue approach would be replaced on an alignment similar to its existing alignment, which would provide a standard radiu8s curve and eliminate all columns in Willis Avenue and Bruckner Boulevard below the approach. The Bruckner Boulevard ramp would be replaced on a new alignment and brought up to standard. Eleven alternatives, including a No-Build Alternative, are considered in this draft EIS. The proposed off-line replacement bridge would have an estimated cost of $314 million in 2010 dollars (the mid-point of construction) POSITIVE IMPACTS: Bridge reconstruction would improve lane width and geometry of the structure and its approach ramps, reduce the accident rate, increase the bridge's load carrying capacity, improve the bridge's bicycle and pedestrian facilities, and adjust all structural and seismic deficiencies. NEGATIVE IMPACTS: The existing Willis Avenue Bridge, which is a historic structure, would be demolished. Construction activities would result in noise emissions in excess of federal standards affecting noise-sensitive sites. Residential and commercial relocations would be required. 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). JF - EPA number: 050353, 311 pages and maps, August 24, 2005 PY - 2005 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-03-02-D KW - Bridges KW - Cultural Resources Surveys KW - Demolition KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Navigation KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Urban Structures KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - 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/36438035?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-08-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WILLIS+AVENUE+BRIDGE+RECONSTRUCTION+PROJECT%2C+NEW+YORK+AND+BRONX+COUNTIES%2C+NEW+YORK.&rft.title=WILLIS+AVENUE+BRIDGE+RECONSTRUCTION+PROJECT%2C+NEW+YORK+AND+BRONX+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 24, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - WILLIS AVENUE BRIDGE RECONSTRUCTION PROJECT, NEW YORK AND BRONX COUNTIES, NEW YORK. [Part 1 of 1] T2 - WILLIS AVENUE BRIDGE RECONSTRUCTION PROJECT, NEW YORK AND BRONX COUNTIES, NEW YORK. AN - 36382388; 050661D-050353_0001 AB - PURPOSE: The reconstruction of the 100-year-old Willis Avenue Bridge over the Harlem River between Manhattan and the Bronx, New York City, New York is proposed. The bridge provides a continuous street rid system between upper Manhattan in New York County and the southwest Bronx in Bronx County as well as providing a connecting from the northbound Franklin D. Roosevelt (FDR) Drive to the Major Deegan Expressway and Bruckner Boulevard. The bridge is open for one-way. Bronx-bound vehicular travel with complementary Manhattan-bound service provided no the Third Avenue Bridge, several blocks to the north. The bridge serves the dual function of linking the street grid systems of the two boroughs and providing key access between several regional highways as a toll-free alternative to the Triborough Bridge. Like most Harlem River moveable bridges, the Willis Avenue Bridge is a swing bridge that was constructed near the turn of the Twentieth Century; the bridge pivots open about a vertical access for navigational purposes. Opened to traffic in August 1901, the bridge consists of a swing span with a single flanking through truss span and multi-girder approaches. The proposed project would completely replace the river crossing with a new swing span and flaking girder spans on each site on a new alignment immediately south and slightly skewed to the existing bridge alignment. Four lanes of traffic would be maintained on the bridge mainline, as is the case on the existing bridge. All new steel approaches and ramps would transition back to the existing connections with the street and arterial highway networks. The First Avenue approach and FDR Drive ramp would be replaced on new alignments with standard radius curves. The Willis Avenue approach would be replaced on an alignment similar to its existing alignment, which would provide a standard radiu8s curve and eliminate all columns in Willis Avenue and Bruckner Boulevard below the approach. The Bruckner Boulevard ramp would be replaced on a new alignment and brought up to standard. Eleven alternatives, including a No-Build Alternative, are considered in this draft EIS. The proposed off-line replacement bridge would have an estimated cost of $314 million in 2010 dollars (the mid-point of construction) POSITIVE IMPACTS: Bridge reconstruction would improve lane width and geometry of the structure and its approach ramps, reduce the accident rate, increase the bridge's load carrying capacity, improve the bridge's bicycle and pedestrian facilities, and adjust all structural and seismic deficiencies. NEGATIVE IMPACTS: The existing Willis Avenue Bridge, which is a historic structure, would be demolished. Construction activities would result in noise emissions in excess of federal standards affecting noise-sensitive sites. Residential and commercial relocations would be required. 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). JF - EPA number: 050353, 311 pages and maps, August 24, 2005 PY - 2005 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-NY-EIS-03-02-D KW - Bridges KW - Cultural Resources Surveys KW - Demolition KW - Health Hazard Analyses KW - Highways KW - Highway Structures KW - Historic Sites KW - Navigation KW - Noise Assessments KW - Noise Standards Violations KW - Relocation Plans KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Traffic Analyses KW - Transportation KW - Urban Structures KW - New York KW - Department of Transportation Act of 1966, Historic Sites KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - 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/36382388?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-08-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WILLIS+AVENUE+BRIDGE+RECONSTRUCTION+PROJECT%2C+NEW+YORK+AND+BRONX+COUNTIES%2C+NEW+YORK.&rft.title=WILLIS+AVENUE+BRIDGE+RECONSTRUCTION+PROJECT%2C+NEW+YORK+AND+BRONX+COUNTIES%2C+NEW+YORK.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Albany, New York; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 24, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - AIRSPACE TRAINING INITIATIVE, SHAW AIR FORCE BASE, SOUTH CAROLINA. AN - 36436721; 11625 AB - PURPOSE: The modification of Air Force training airspace over portions of South Carolina and Georgia is proposed to improve support for the training of the 20th Fighter Wing (FW 20) based at Shaw Air Force Base in South Carolina and the pilots of the FW 169 at McEntire Air National Guard Station in South Carolina. The FW 20 and 169 FW need access to local training airspace that provides realistic combat environment to support national military objectives. The modified airspace would provide varied altitudes and distances, creasing a new airspace to meet training requirements (including deconfliction methods; new electronic training transmitter sites to enhance training realism; and extended use of defensive training chaff and flares in airspace. The proposed action would create a new Military Operations Area (MOA)/Air Traffic Control Assigned Airspace with a floor of 8,000 feet above mean sea level (MSL) and a ceiling of 22,000 feet to join the western boundary of another airspace with a restricted area over Poinsett Electronic Combat Range; expand the expanded area to provide a floor of 5,000 feet above MSL and a ceiling of 10,000 feet above MSL in an area that does not provide for overlay; combine the use of two airspace areas concurrently and simultaneously; return one airspace to the National Airspace System; raise the ceiling of Pointsett to 5,000 feet above MSL; expand another area to the east to underlie and batch the boundaries of a third area; develop electronic training transmitter sites; extend training chaff and flare use into new and existing airspace; and implement deconfliction methods (airspace scheduling and avoidance areas). In addition to the proposed action, this draft EIS considers two other action alternatives and a No Action Alternative under which pilots would continue to train in the existing airspace, although they would be potentially be deployed into combat without the benefit of being proficient in maneuvers necessary for combat conditions. POSITIVE IMPACTS: The modification of the airspace would improve airspace training for pilots of the FW 20 based at Shaw and McEntire facility. The modified area would provide pilots with the opportunity to developed conditioned responses to threats and provide adequate space for combat training maneuvers. The new area would increase training opportunities for the two bases as well as for transient users of the military airspace. The airspace would support the full range of maneuvers and tactics and would improve aircrew combat success. The return of unnecessary airspace to the National Airspace System would improve commercial air travel throughout the region. Both military and commercial airspace and air traffic control would be enhanced measurably. Aircraft noise would decline in some areas. NEGATIVE IMPACTS: Increased noise levels in some areas would increase the proportion of persons affected negatively by noise from one percent to four percent. Aircraft noise would continue to affect wildlife, including seven endangered and six threatened species. Aircraft operations would also pose a risk of collision with birds and damage to wildlife and their habitat by chaff and flare fires. Some additional to safety of civil air operations would result from concentrating air traffic in narrower corridors in some areas. Cultural resource sites, including sites of spiritual importance to Native Americans, would be affected by noise and other affects of overflight. Economic activities would be somewhat constrained due to closures and publicly perceived threats to safety. Minority and low-income communities would be affected disproportionately by native impacts of airspace use. JF - EPA number: 050354, 476 pages, August 22, 2005 PY - 2005 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Cultural Resources KW - Fires KW - Indian Reservations KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Minorities KW - Safety KW - Georgia KW - McEntire Air National Guard Station KW - Shaw Air Force Base KW - South Carolina KW - Water Resources Development Act of 2000, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36436721?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-08-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AIRSPACE+TRAINING+INITIATIVE%2C+SHAW+AIR+FORCE+BASE%2C+SOUTH+CAROLINA.&rft.title=AIRSPACE+TRAINING+INITIATIVE%2C+SHAW+AIR+FORCE+BASE%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Washington, District of Columbia; AF N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 22, 2005 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - AIRSPACE TRAINING INITIATIVE, SHAW AIR FORCE BASE, SOUTH CAROLINA. [Part 1 of 1] T2 - AIRSPACE TRAINING INITIATIVE, SHAW AIR FORCE BASE, SOUTH CAROLINA. AN - 36380113; 050460D-050354_0001 AB - PURPOSE: The modification of Air Force training airspace over portions of South Carolina and Georgia is proposed to improve support for the training of the 20th Fighter Wing (FW 20) based at Shaw Air Force Base in South Carolina and the pilots of the FW 169 at McEntire Air National Guard Station in South Carolina. The FW 20 and 169 FW need access to local training airspace that provides realistic combat environment to support national military objectives. The modified airspace would provide varied altitudes and distances, creasing a new airspace to meet training requirements (including deconfliction methods; new electronic training transmitter sites to enhance training realism; and extended use of defensive training chaff and flares in airspace. The proposed action would create a new Military Operations Area (MOA)/Air Traffic Control Assigned Airspace with a floor of 8,000 feet above mean sea level (MSL) and a ceiling of 22,000 feet to join the western boundary of another airspace with a restricted area over Poinsett Electronic Combat Range; expand the expanded area to provide a floor of 5,000 feet above MSL and a ceiling of 10,000 feet above MSL in an area that does not provide for overlay; combine the use of two airspace areas concurrently and simultaneously; return one airspace to the National Airspace System; raise the ceiling of Pointsett to 5,000 feet above MSL; expand another area to the east to underlie and batch the boundaries of a third area; develop electronic training transmitter sites; extend training chaff and flare use into new and existing airspace; and implement deconfliction methods (airspace scheduling and avoidance areas). In addition to the proposed action, this draft EIS considers two other action alternatives and a No Action Alternative under which pilots would continue to train in the existing airspace, although they would be potentially be deployed into combat without the benefit of being proficient in maneuvers necessary for combat conditions. POSITIVE IMPACTS: The modification of the airspace would improve airspace training for pilots of the FW 20 based at Shaw and McEntire facility. The modified area would provide pilots with the opportunity to developed conditioned responses to threats and provide adequate space for combat training maneuvers. The new area would increase training opportunities for the two bases as well as for transient users of the military airspace. The airspace would support the full range of maneuvers and tactics and would improve aircrew combat success. The return of unnecessary airspace to the National Airspace System would improve commercial air travel throughout the region. Both military and commercial airspace and air traffic control would be enhanced measurably. Aircraft noise would decline in some areas. NEGATIVE IMPACTS: Increased noise levels in some areas would increase the proportion of persons affected negatively by noise from one percent to four percent. Aircraft noise would continue to affect wildlife, including seven endangered and six threatened species. Aircraft operations would also pose a risk of collision with birds and damage to wildlife and their habitat by chaff and flare fires. Some additional to safety of civil air operations would result from concentrating air traffic in narrower corridors in some areas. Cultural resource sites, including sites of spiritual importance to Native Americans, would be affected by noise and other affects of overflight. Economic activities would be somewhat constrained due to closures and publicly perceived threats to safety. Minority and low-income communities would be affected disproportionately by native impacts of airspace use. JF - EPA number: 050354, 476 pages, August 22, 2005 PY - 2005 VL - 1 KW - Defense Programs KW - Aircraft KW - Aircraft Noise KW - Cultural Resources KW - Fires KW - Indian Reservations KW - Military Facilities (Air Force) KW - Military Operations (Air Force) KW - Minorities KW - Safety KW - Georgia KW - McEntire Air National Guard Station KW - Shaw Air Force Base KW - South Carolina KW - Water Resources Development Act of 2000, Project Authorization UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380113?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-08-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=AIRSPACE+TRAINING+INITIATIVE%2C+SHAW+AIR+FORCE+BASE%2C+SOUTH+CAROLINA.&rft.title=AIRSPACE+TRAINING+INITIATIVE%2C+SHAW+AIR+FORCE+BASE%2C+SOUTH+CAROLINA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of the Air Force, Washington, District of Columbia; AF N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 22, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - SR 823 PORTSMOUTH BYPASS PROJECT, SCIOTO COUNTY, OHIO. AN - 16354952; 11691 AB - PURPOSE: The construction of 16.7 miles of four-lane, limited access, divided highway, to be known as the Portsmouth Bypass and designated as State Route (SR) 823, in Scioto County, Ohio is proposed. A bypass around the city of Portsmouth has been planned for 35 years. The highway would extend on a new location from US 52 in the vicinity of Wheelersburg to US 23 just north of Lucasville. The area, which lies within a disadvantaged area of Appalachia, is economically depressed and needs transportation improvements to enhance movements of commercial and industrial traffic and employees and attract business investment. The level of service and accident rates on the existing route through the area are unacceptably high. In addition to a No Action Alternative and a transportation systems management alternative, this abbreviated final EIS, which includes a summary of the project and comments from interested parties, considers four four-lane bypass alternatives, a five-lane rural arterial extending from the end of the four-lane section near West Portsmouth to SR 348, and a five-lane rural arterial from the end of SR 728 near the Lucasville Prison to US 52. A four-lane section has been chosen as the preferred design alternative. POSITIVE IMPACTS: The proposed bypass would separate local and through traffic in the Portsmouth area, easing congestion and improving safety. Moreover, the highway would form a vital link in the Appalachian Development Highway System. NEGATIVE IMPACTS: Development of 941 acres of rights-of-way would displace or land lock 30 single-family residences, one apartment building, 10 mobile homes, eight other residences, 55 acres of farmland, 5.5 acres within 10 wetlands, and 493 acres of woodland. The project would land lock 435 acres of land within 45 properties, require relocation of 20,881 feet of natural stream channel across 37 streams, and traverse 7.6 acres of floodplain. Noise levels could warrant one structural noise abatement measure. LEGAL MANDATES: Appalachian Regional Development Act of 1965 (P.L. 89-4), Federal Water Pollution Control Act of 1972 (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 05-0414D, Volume 29, Number 3. JF - EPA number: 050338, 176 pages and maps; CD-ROM, August 12, 2005 PY - 2005 KW - Roads and Railroads KW - Agency number: FHWA-OH-EIS-05-01-F KW - Farmlands KW - Floodplains KW - Forests KW - Highways KW - Highway Structures KW - Noise Control KW - Noise Standards Violations KW - Relocations-Property Acquisitions KW - Streams KW - Transportation KW - Wetlands KW - Ohio KW - Appalachian Regional Development Act of 1965, Project Authorization KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16354952?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-08-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+823+PORTSMOUTH+BYPASS+PROJECT%2C+SCIOTO+COUNTY%2C+OHIO.&rft.title=SR+823+PORTSMOUTH+BYPASS+PROJECT%2C+SCIOTO+COUNTY%2C+OHIO.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration, Columbus, Ohio; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 12, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW RUNWAYS, TERMINAL FACILITIES, AND RELATED RACILITIES AT WASHINGTON DULLES INTERNATIONAL AIRPORT, DULLES, VIGINIA. [Part 1 of 1] T2 - NEW RUNWAYS, TERMINAL FACILITIES, AND RELATED RACILITIES AT WASHINGTON DULLES INTERNATIONAL AIRPORT, DULLES, VIGINIA. AN - 36365790; 050452F-050336_0001 AB - PURPOSE: Improvements at the Washington-Dulles International Airport (IAD), Dulles, Virginia is proposed. In 1985, the federal Aviation Administration (FAA), the owner and operator of IAD at the time, completed a mater plan study identifying a comprehensive program for IAD development. FAA leased IAD to the Metropolitan Washington Airports Authority in 1987, and the authority assumed responsibility and control of IAD property until 2067. Elements of the long-term development program have been refined through planning studies completed in 190, 202, and 2003. In 2002, the authority prepared an updated airport layout plan (ALP) depicting the major development projects recommended in the 1985 master plan study and subsequent planning studies. Revisions of the ALP have been submitted to the FAA in 2003 and 2004. This EIS covers proposals under the ALP. Proposed improvements to IAD include The ALP proposal would include a new parallel north-south runway, extending 9,473 feet at a width of 150 feet ad a new parallel east-west runway extending 10,500 feet at a width of 150 feet. The north-south runway would be located on the west side of the airport and is designated Runway 1W/19W for the purposes of this EIS, though it would be designated 1W/1W, while existing Runway 1L/19R would be redesignated Runway 1C/19C. The proposed east-west runway would be located on the south side of the airport and designated Runway 12R/30L, while existing Runway 12/30 would be redesignated Runway 12L/30R. The project would also include the construction of associated taxiways and navigational aids for the proposed runways, property acquisition, Tier 3 Concourse development, relocation of National Oceanic and Atmospheric Administration/National Weather Service Sterling facilities, and extension of the automated people mover. A No Action Alternative and six action alternatives are considered in this final EIS, though only the No Action and two action alternatives are retained for detailed evaluation. Costs of the build alternatives are $1.49 billion and $1.51 billion. POSITIVE IMPACTS: Proposed improvements under the ALD would enable the airport to meet forecasted levels of aviation activity safely and efficiently. The new runways would reduce aircraft noise impacts related to airport operations. Optimum utilization of the IAD would be promoted. Operations during instrument meteorological conditions, including simultaneous operations on north-south and east-west runways, would be possible. The provision of redundant runways would reduce take-off and landing delays. Adequate passenger terminal and aircraft gate capacity would be provide to accommodate forecasted growth in aviation demand. IAD improvements would create over 18,000 jobs, and contribute $2.21 billion to $2.25 billion annually to the local economy. NEGATIVE IMPACTS: Fifteen noise sensitive sites would lie within the area affected by noise levels equal to or exceeding 60 decibels on the A-weighted scale. Airport development would affect approximately 40 acres of prime farmland, 3,500 acres of biotic communities, including 174 to 180 acres of wetlands and 60,856 to 63,500 linear feet of stream. The new developments would encroach into 3 to 39 acres of floodplain land and would lie within a coastal zone management area. PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0279D, Volume 29, Number 3. JF - EPA number: 050336, 739 pages and maps.; CD-ROM, August 10, 2005 PY - 2005 VL - 1 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Coastal Zones KW - Demography KW - Employment KW - Farmlands KW - Floodplains KW - Land Acquisitions KW - Navigation Aids KW - Noise Assessments KW - Section 4(f) Statements KW - Section 106 Statements KW - Socioeconomic Assessments KW - Streams KW - Terminal Facilities KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Virginia UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36365790?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-08-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+RUNWAYS%2C+TERMINAL+FACILITIES%2C+AND+RELATED+RACILITIES+AT+WASHINGTON+DULLES+INTERNATIONAL+AIRPORT%2C+DULLES%2C+VIGINIA.&rft.title=NEW+RUNWAYS%2C+TERMINAL+FACILITIES%2C+AND+RELATED+RACILITIES+AT+WASHINGTON+DULLES+INTERNATIONAL+AIRPORT%2C+DULLES%2C+VIGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Dulles, Virginia; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Final. Preparation date: August 10, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - NEW RUNWAYS, TERMINAL FACILITIES, AND RELATED RACILITIES AT WASHINGTON DULLES INTERNATIONAL AIRPORT, DULLES, VIGINIA. AN - 16346082; 11689 AB - PURPOSE: Improvements at the Washington-Dulles International Airport (IAD), Dulles, Virginia is proposed. In 1985, the federal Aviation Administration (FAA), the owner and operator of IAD at the time, completed a mater plan study identifying a comprehensive program for IAD development. FAA leased IAD to the Metropolitan Washington Airports Authority in 1987, and the authority assumed responsibility and control of IAD property until 2067. Elements of the long-term development program have been refined through planning studies completed in 190, 202, and 2003. In 2002, the authority prepared an updated airport layout plan (ALP) depicting the major development projects recommended in the 1985 master plan study and subsequent planning studies. Revisions of the ALP have been submitted to the FAA in 2003 and 2004. This EIS covers proposals under the ALP. Proposed improvements to IAD include The ALP proposal would include a new parallel north-south runway, extending 9,473 feet at a width of 150 feet ad a new parallel east-west runway extending 10,500 feet at a width of 150 feet. The north-south runway would be located on the west side of the airport and is designated Runway 1W/19W for the purposes of this EIS, though it would be designated 1W/1W, while existing Runway 1L/19R would be redesignated Runway 1C/19C. The proposed east-west runway would be located on the south side of the airport and designated Runway 12R/30L, while existing Runway 12/30 would be redesignated Runway 12L/30R. The project would also include the construction of associated taxiways and navigational aids for the proposed runways, property acquisition, Tier 3 Concourse development, relocation of National Oceanic and Atmospheric Administration/National Weather Service Sterling facilities, and extension of the automated people mover. A No Action Alternative and six action alternatives are considered in this final EIS, though only the No Action and two action alternatives are retained for detailed evaluation. Costs of the build alternatives are $1.49 billion and $1.51 billion. POSITIVE IMPACTS: Proposed improvements under the ALD would enable the airport to meet forecasted levels of aviation activity safely and efficiently. The new runways would reduce aircraft noise impacts related to airport operations. Optimum utilization of the IAD would be promoted. Operations during instrument meteorological conditions, including simultaneous operations on north-south and east-west runways, would be possible. The provision of redundant runways would reduce take-off and landing delays. Adequate passenger terminal and aircraft gate capacity would be provide to accommodate forecasted growth in aviation demand. IAD improvements would create over 18,000 jobs, and contribute $2.21 billion to $2.25 billion annually to the local economy. NEGATIVE IMPACTS: Fifteen noise sensitive sites would lie within the area affected by noise levels equal to or exceeding 60 decibels on the A-weighted scale. Airport development would affect approximately 40 acres of prime farmland, 3,500 acres of biotic communities, including 174 to 180 acres of wetlands and 60,856 to 63,500 linear feet of stream. The new developments would encroach into 3 to 39 acres of floodplain land and would lie within a coastal zone management area. PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0279D, Volume 29, Number 3. JF - EPA number: 050336, 739 pages and maps.; CD-ROM, August 10, 2005 PY - 2005 KW - Air Transportation KW - Aircraft Noise KW - Airports KW - Air Quality Assessments KW - Coastal Zones KW - Demography KW - Employment KW - Farmlands KW - Floodplains KW - Land Acquisitions KW - Navigation Aids KW - Noise Assessments KW - Section 4(f) Statements KW - Section 106 Statements KW - Socioeconomic Assessments KW - Streams KW - Terminal Facilities KW - Water Quality Assessments KW - Wetlands KW - Wildlife Habitat KW - Wildlife Surveys KW - Virginia UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16346082?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-08-10&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=NEW+RUNWAYS%2C+TERMINAL+FACILITIES%2C+AND+RELATED+RACILITIES+AT+WASHINGTON+DULLES+INTERNATIONAL+AIRPORT%2C+DULLES%2C+VIGINIA.&rft.title=NEW+RUNWAYS%2C+TERMINAL+FACILITIES%2C+AND+RELATED+RACILITIES+AT+WASHINGTON+DULLES+INTERNATIONAL+AIRPORT%2C+DULLES%2C+VIGINIA.&rft.issn=&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Aviation Administration, Dulles, Virginia; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: August 10, 2005 N1 - Last updated - 2014-01-30 ER - TY - JOUR T1 - Simultaneous analysis of thebaine, 6-MAM and six abused opiates in postmortem fluids and tissues using Zymark automated solid-phase extraction and gas chromatography-mass spectrometry. AN - 68062906; 15993661 AB - Opiates are some of the most widely prescribed drugs in America and are often abused. Demonstrating the presence or absence of opiate compounds in postmortem fluids and/or tissues derived from fatal civil aviation accidents can have serious legal consequences and may help determine the cause of impairment and/or death. However, the consumption of poppy seed products can result in a positive opiate drug test. We have developed a simple method for the simultaneous determination of eight opiate compounds from one extraction. These compounds are hydrocodone, dihydrocodeine, codeine, oxycodone, hydromorphone, 6-monoacetylmorphine, morphine, and thebaine. The inclusion of thebaine is notable as it is an indicator of poppy seed consumption and may help explain morphine/codeine positives in cases where no opiate use was indicated. This method incorporates a Zymark RapidTracetrade mark automated solid-phase extraction system, gas chromatography/mass spectrometry, and trimethyl silane (TMS) and oxime-TMS derivatives. The limits of detection ranged from 0.78 to 12.5 ng/mL. The linear dynamic range for most analytes was 6.25-1600 ng/mL. The extraction efficiencies ranged from 70 to 103%. We applied this method to eight separate aviation fatalities where opiate compounds had previously been detected. JF - Journal of chromatography. B, Analytical technologies in the biomedical and life sciences AU - Lewis, R J AU - Johnson, R D AU - Hattrup, R A AD - Civil Aerospace Medical Institute, Federal Aviation Administration, Forensic Toxicology Research Laboratory, AAM-610, P.O. Box 25082, Oklahoma City, OK 73125, USA. Y1 - 2005/08/05/ PY - 2005 DA - 2005 Aug 05 SP - 137 EP - 145 VL - 822 IS - 1-2 SN - 1570-0232, 1570-0232 KW - Morphine Derivatives KW - 0 KW - Narcotics KW - Thebaine KW - 2P9MKG8GX7 KW - 6-O-monoacetylmorphine KW - M5E47P1ZCH KW - Index Medicus KW - Gas Chromatography-Mass Spectrometry -- methods KW - Calibration KW - Toxicology -- methods KW - Body Fluids -- chemistry KW - Autoanalysis KW - Thebaine -- analysis KW - Autopsy -- methods KW - Narcotics -- analysis KW - Morphine Derivatives -- analysis UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/68062906?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Atoxline&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+chromatography.+B%2C+Analytical+technologies+in+the+biomedical+and+life+sciences&rft.atitle=Simultaneous+analysis+of+thebaine%2C+6-MAM+and+six+abused+opiates+in+postmortem+fluids+and+tissues+using+Zymark+automated+solid-phase+extraction+and+gas+chromatography-mass+spectrometry.&rft.au=Lewis%2C+R+J%3BJohnson%2C+R+D%3BHattrup%2C+R+A&rft.aulast=Lewis&rft.aufirst=R&rft.date=2005-08-05&rft.volume=822&rft.issue=1-2&rft.spage=137&rft.isbn=&rft.btitle=&rft.title=Journal+of+chromatography.+B%2C+Analytical+technologies+in+the+biomedical+and+life+sciences&rft.issn=15700232&rft_id=info:doi/ LA - English DB - ProQuest Environmental Science Collection N1 - Date completed - 2005-09-30 N1 - Date created - 2005-07-22 N1 - Date revised - 2017-01-13 N1 - Last updated - 2017-01-18 ER - TY - RPRT T1 - I-49 SOUTH, REACELAND TO THE DAVIS POND DIVERSION CANAL, SIU 1, LAFURCHE AND ST. CHARLES PARISHES, LOUISIANA. AN - 36446626; 11681 AB - PURPOSE: The improvement of a portion of US 90 in Lafourche and St. Charles parishes, Louisiana is proposed to provide for a new section of independent utility highway along the Interstate 49 (I-49) corridor. I-49 is intended to provide a transcontinental highway linking the coastal ports of Louisiana to the entire central United States and central Canada. In Louisiana, I-49 would connect the interchange of I-49 and I-10 in New Orleans with I-49 in Arkansas. I-49 is currently complete between Shreveport and Lafayette. The study area for the independent utility project now under consideration extends from Raceland to the Davis Pond Diversion Canal. A No-Build Alternative and six build alternatives are considered in this draft EIS. The preferred alternative would link four of the build alternatives/ Cost of the preferred alternative is estimated at $855.7 million. POSITIVE IMPACTS: In addition to providing a freeway segment as part of the proposed connection of Louisiana to Canada, the project could result in the improvement of access throughout the southern region of Louisiana. It could relieve congestion on I-10 between Lafayette and New Orleans. The freeway would facilitate hurricane evacuation, increase capacity to meet travel demand in 2030, improve safety and efficiency through improved highway design standards, and enhance the economic potential of Louisiana through improved access to ports and other multi-modal transportation centers. NEGATIVE IMPACTS: Rights-of-way development would involve displacement of residences and businesses, wetlands, prime farmland, 100-year floodplain land, and vegetation and the associated wildlife habitat, as well as degradation of visual quality within the corridor, including aesthetics associated with one state scenic stream. 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, 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: 050328, 401 pages and maps, August 4, 2005 PY - 2005 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-05-03-D KW - Bridges KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Hurricanes KW - Relocations-Property Acquisitions KW - Scenic Areas KW - Transportation KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Louisiana KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 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/36446626?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&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/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: August 4, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - I-49 SOUTH, REACELAND TO THE DAVIS POND DIVERSION CANAL, SIU 1, LAFURCHE AND ST. CHARLES PARISHES, LOUISIANA. [Part 1 of 1] T2 - I-49 SOUTH, REACELAND TO THE DAVIS POND DIVERSION CANAL, SIU 1, LAFURCHE AND ST. CHARLES PARISHES, LOUISIANA. AN - 36380501; 050659D-050328_0001 AB - PURPOSE: The improvement of a portion of US 90 in Lafourche and St. Charles parishes, Louisiana is proposed to provide for a new section of independent utility highway along the Interstate 49 (I-49) corridor. I-49 is intended to provide a transcontinental highway linking the coastal ports of Louisiana to the entire central United States and central Canada. In Louisiana, I-49 would connect the interchange of I-49 and I-10 in New Orleans with I-49 in Arkansas. I-49 is currently complete between Shreveport and Lafayette. The study area for the independent utility project now under consideration extends from Raceland to the Davis Pond Diversion Canal. A No-Build Alternative and six build alternatives are considered in this draft EIS. The preferred alternative would link four of the build alternatives/ Cost of the preferred alternative is estimated at $855.7 million. POSITIVE IMPACTS: In addition to providing a freeway segment as part of the proposed connection of Louisiana to Canada, the project could result in the improvement of access throughout the southern region of Louisiana. It could relieve congestion on I-10 between Lafayette and New Orleans. The freeway would facilitate hurricane evacuation, increase capacity to meet travel demand in 2030, improve safety and efficiency through improved highway design standards, and enhance the economic potential of Louisiana through improved access to ports and other multi-modal transportation centers. NEGATIVE IMPACTS: Rights-of-way development would involve displacement of residences and businesses, wetlands, prime farmland, 100-year floodplain land, and vegetation and the associated wildlife habitat, as well as degradation of visual quality within the corridor, including aesthetics associated with one state scenic stream. 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, 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: 050328, 401 pages and maps, August 4, 2005 PY - 2005 VL - 1 KW - Roads and Railroads KW - Agency number: FHWA-LA-EIS-05-03-D KW - Bridges KW - Farmlands KW - Floodplains KW - Highways KW - Highway Structures KW - Hurricanes KW - Relocations-Property Acquisitions KW - Scenic Areas KW - Transportation KW - Vegetation KW - Visual Resources KW - Wetlands KW - Wildlife Habitat KW - Louisiana KW - Federal Water Pollution Control Act of 1972, NPDES Permits KW - Federal Water Pollution Control Act of 1972, Section 404 Permits KW - General Bridge Act of 1946, Coast Guard Permits KW - River and Harbor Act of 1899, Section 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/36380501?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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/ LA - English DB - ProQuest Environmental Science Collection N1 - Name - Department of Transportation, Federal Highway Administration; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: August 4, 2005 N1 - Last updated - 2011-12-16 ER - TY - JOUR T1 - New risk-consequence rockfall hazard rating system for Missouri highways using digital image analysis AN - 51676856; 2005-063700 AB - The Missouri Rockfall Hazard Rating System (MORFH RS) is a new scheme for rating rockfall hazards along the roads of the Missouri State highway system. Existing rating systems used in other jurisdictions focus on the risk of failure and ignore the consequence of failure, or they lump the ratings for risk and consequence together. Missouri highway rock cuts tend to have low heights but are typically highly weathered, with special problems from karst and paleokarst. In MORFH RS, risk and consequence factors are given equal weight but isolated from each other. MORFH RS utilizes two phases: 1) identification of the most potentially problematic rock cuts using mobile digital video logging; 2) characterization and prioritization of remediation for the potentially problematic rock cuts identified in phase 1, using MORFH RS. In phase 2 four types of parameters are evaluated: 1) parameters that can be measured on computer scaled video images; 2) parameters which are descriptive, and need field evaluation; 3) parameters which are obtained from MODOT records; 4) conditional parameters which are evaluated under specific conditions. Only those parameters were selected that were deemed meaningful and/or relatively easy to measure or estimate. Parameters were assigned to either a risk or consequence category or both. MORFH RS has been tested on sections of Missouri highways. About 300 rock cuts were evaluated and used to prepare, modify, test, and verify the system. Sensitivity analysis of the system was done by quantifying potential errors in the video measurements and by a rating comparison of 12 MODOT and University of Missouri-Rolla (UMR) personnel on 10 rock cuts along Highway 63. JF - Environmental & Engineering Geoscience AU - Maerz, Norbert H AU - Youssef, Ahmed AU - Fennessey, Thomas W Y1 - 2005/08// PY - 2005 DA - August 2005 SP - 229 EP - 249 PB - Association of Engineering Geologists and the Geological Society of America, College Station, TX VL - 11 IS - 3 SN - 1078-7275, 1078-7275 KW - United States KW - rockfalls KW - failures KW - imagery KW - geologic hazards KW - Missouri KW - video methods KW - data processing KW - damage KW - models KW - sensitivity analysis KW - mass movements KW - digital simulation KW - classification KW - risk assessment KW - slope stability KW - roads KW - image analysis KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51676856?accountid=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=Environmental+%26+Engineering+Geoscience&rft.atitle=New+risk-consequence+rockfall+hazard+rating+system+for+Missouri+highways+using+digital+image+analysis&rft.au=Maerz%2C+Norbert+H%3BYoussef%2C+Ahmed%3BFennessey%2C+Thomas+W&rft.aulast=Maerz&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 L2 - http://eeg.geoscienceworld.org/ LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Abstract, Copyright, Association of Engineering Geologists and the Geological Society of America | Reference includes data from GeoScienceWorld, Alexandria, VA, United States N1 - Date revised - 2005-01-01 N1 - Number of references - 18 N1 - PubXState - TX N1 - Document feature - illus. incl. 22 tables N1 - Last updated - 2012-06-07 N1 - CODEN - ENGEA9 N1 - SubjectsTermNotLitGenreText - classification; damage; data processing; digital simulation; failures; geologic hazards; image analysis; imagery; mass movements; Missouri; models; risk assessment; roads; rockfalls; sensitivity analysis; slope stability; United States; video methods DO - http://dx.doi.org/10.2113/11.3.229 ER - TY - JOUR T1 - Drilled shaft side friction in gravelly soils AN - 51620928; 2006-020775 AB - To evaluate side friction, 28 axial tension (uplift) load tests were performed on drilled shafts in soil profiles ranging from uniform medium sand through well-graded sandy gravel. Typical load-displacement curves for skin friction in gravelly soils were developed. Measured load capacities were compared with capacities computed using equations proposed by Reese and O'Neill, Meyerhof, and Kulhawy. Reasonable agreement between measured and computed capacities was generally found for sandy profiles. However, measured capacities were typically two to four times higher than predicted at sites where the gravel fraction was over 50%. Additional load test data for gravelly soils were collected and combined with the data from Utah load tests. Based on this data set, modifications to the design equations were then developed to predict ultimate side friction capacity better while still maintaining a margin of safety. JF - Journal of Geotechnical and Geoenvironmental Engineering AU - Rollins, Kyle M AU - Clayton, Robert J AU - Mikesell, Rodney C AU - Blaise, Bradford C Y1 - 2005/08// PY - 2005 DA - August 2005 SP - 987 EP - 1003 PB - American Society of Civil Engineers, New York, NY VL - 131 IS - 8 SN - 1090-0241, 1090-0241 KW - soils KW - soil mechanics KW - experimental studies KW - penetration tests KW - clastic sediments KW - loading KW - cohesionless materials KW - prediction KW - friction KW - mathematical models KW - gravel KW - layered materials KW - observations KW - case studies KW - sediments KW - testing KW - drilling KW - field studies KW - 30:Engineering geology UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51620928?accountid=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+Geotechnical+and+Geoenvironmental+Engineering&rft.atitle=Drilled+shaft+side+friction+in+gravelly+soils&rft.au=Rollins%2C+Kyle+M%3BClayton%2C+Robert+J%3BMikesell%2C+Rodney+C%3BBlaise%2C+Bradford+C&rft.aulast=Rollins&rft.aufirst=Kyle&rft.date=2005-08-01&rft.volume=131&rft.issue=8&rft.spage=987&rft.isbn=&rft.btitle=&rft.title=Journal+of+Geotechnical+and+Geoenvironmental+Engineering&rft.issn=10900241&rft_id=info:doi/10.1061%2F%28ASCE%291090-0241%282005%29131%3A8%28987%29 L2 - http://scitation.aip.org/gto LA - English DB - GeoRef N1 - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. N1 - Date revised - 2006-01-01 N1 - Number of references - 40 N1 - PubXState - NY N1 - Document feature - illus. incl. 5 tables N1 - Last updated - 2012-06-07 N1 - SubjectsTermNotLitGenreText - case studies; clastic sediments; cohesionless materials; drilling; experimental studies; field studies; friction; gravel; layered materials; loading; mathematical models; observations; penetration tests; prediction; sediments; soil mechanics; soils; testing DO - http://dx.doi.org/10.1061/(ASCE)1090-0241(2005)131:8(987) ER - TY - RPRT T1 - MID-JORDAN TRANSIT CORRIDOR, SALT LAKE COUNTY, UTAH. AN - 36437325; 11672 AB - PURPOSE: The construction and operation of a light-rail transit (LRT) project for the Mid-Jordan Transit Corridor in the southwest portion of Salt Lake County, Utah are proposed. The study area lies in the southwest quadrant of the Salt Lake Valley, consisting of the cities of Murray, Midvale, West Jordan, and South Jordan and including a planned community, the Daybreak Development. Several studies have identified this area as having need for significantly improved public transportation, particularly of the High Capacity Transit variety. The proposed LRT services would be provided between the Mid-Jordan Transit Corridor, serving the Midvale, Murray, West Jordan, South Jordan, and Daybreak Development, and Salt Lake City. Nine new LRT stations would be provided, one each at Bingham Junction (Midvale, Gardner Village, Redwood (West Jordan City Center, 2700 West, Bangerter, 4800 West, 5600 West, Daybreak North, and Daybreak South. The project would involve Construction of 10.1 miles of new track parallel to the single-track of the Bingham Branch of the Union Pacific Railroad from the existing North/South TRAX LRT line at the existing 6400 Station to approximately 5600 West, where the line would turn south into the new Daybreak Development. Reconstruction/relation of the existing single-track of the Bingham Branch would also be required to ensure that the LRT and the railroad freight trains would be on separate tracks. Estimated cost of the LRT alternative is $289 million POSITIVE IMPACTS: The LRT extension would accommodate a portion of the existing and projected travel demand through the year 2025 along the study corridor in the rapidly growing southwest quadrant of the Salt Lake Valley, thereby increasing transit rider ship in the Salt Lake City area and decreasing the use of vehicular transport, which causes traffic congestion, particularly during peak hours. Regional air quality and noise levels along road corridors would also improve significantly. In addition to the proposed action, this draft EIS considers a No-Build Alternative and an enhanced bus service alternative. NEGATIVE IMPACTS: Land acquisition requirements at station sties would result in the displacement of three residential and seven commercial structures housing eight businesses. The LRT line would cross the 100-eyar floodplain at three locations. Rights-of-way clearance would displace 174 acres of mostly disturbed vegetation and 0.32 acres of wetlands. Five archaeological sites and two historic sites could be adversely affected, and noise levels in the vicinity of Green Meadow Park would be increased. A planned trail along the Birmingham Branch could be affected. System operational noise would exceed federal standards at 41 sensitive residential receptor sites; and additional 13 sites would experience significant noise increases. Vibratory impacts would affect 55 properties. Overhead structures would mar visual aesthetics along the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 050319, pages, July 29, 2005 PY - 2005 EP - ages, July 29 KW - Roads and Railroads KW - Archaeological Sites KW - Floodplains KW - Historic Sites KW - Noise Standards Violations KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Vegetation KW - Visual Resources KW - Wetlands KW - Utah KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36437325?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&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 Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Draft. Preparation date: July 29, 2005 N1 - Last updated - 2014-01-30 ER - TY - RPRT T1 - MID-JORDAN TRANSIT CORRIDOR, SALT LAKE COUNTY, UTAH. [Part 1 of 1] T2 - MID-JORDAN TRANSIT CORRIDOR, SALT LAKE COUNTY, UTAH. AN - 36366620; 050657D-050319_0001 AB - PURPOSE: The construction and operation of a light-rail transit (LRT) project for the Mid-Jordan Transit Corridor in the southwest portion of Salt Lake County, Utah are proposed. The study area lies in the southwest quadrant of the Salt Lake Valley, consisting of the cities of Murray, Midvale, West Jordan, and South Jordan and including a planned community, the Daybreak Development. Several studies have identified this area as having need for significantly improved public transportation, particularly of the High Capacity Transit variety. The proposed LRT services would be provided between the Mid-Jordan Transit Corridor, serving the Midvale, Murray, West Jordan, South Jordan, and Daybreak Development, and Salt Lake City. Nine new LRT stations would be provided, one each at Bingham Junction (Midvale, Gardner Village, Redwood (West Jordan City Center, 2700 West, Bangerter, 4800 West, 5600 West, Daybreak North, and Daybreak South. The project would involve Construction of 10.1 miles of new track parallel to the single-track of the Bingham Branch of the Union Pacific Railroad from the existing North/South TRAX LRT line at the existing 6400 Station to approximately 5600 West, where the line would turn south into the new Daybreak Development. Reconstruction/relation of the existing single-track of the Bingham Branch would also be required to ensure that the LRT and the railroad freight trains would be on separate tracks. Estimated cost of the LRT alternative is $289 million POSITIVE IMPACTS: The LRT extension would accommodate a portion of the existing and projected travel demand through the year 2025 along the study corridor in the rapidly growing southwest quadrant of the Salt Lake Valley, thereby increasing transit rider ship in the Salt Lake City area and decreasing the use of vehicular transport, which causes traffic congestion, particularly during peak hours. Regional air quality and noise levels along road corridors would also improve significantly. In addition to the proposed action, this draft EIS considers a No-Build Alternative and an enhanced bus service alternative. NEGATIVE IMPACTS: Land acquisition requirements at station sties would result in the displacement of three residential and seven commercial structures housing eight businesses. The LRT line would cross the 100-eyar floodplain at three locations. Rights-of-way clearance would displace 174 acres of mostly disturbed vegetation and 0.32 acres of wetlands. Five archaeological sites and two historic sites could be adversely affected, and noise levels in the vicinity of Green Meadow Park would be increased. A planned trail along the Birmingham Branch could be affected. System operational noise would exceed federal standards at 41 sensitive residential receptor sites; and additional 13 sites would experience significant noise increases. Vibratory impacts would affect 55 properties. Overhead structures would mar visual aesthetics along the corridor. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). JF - EPA number: 050319, pages, July 29, 2005 PY - 2005 EP - ages, July 29 VL - 1 KW - Roads and Railroads KW - Archaeological Sites KW - Floodplains KW - Historic Sites KW - Noise Standards Violations KW - Railroads KW - Rapid Transit Systems KW - Relocations-Property Acquisitions KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Trails KW - Transportation KW - Vegetation KW - Visual Resources KW - Wetlands KW - Utah KW - Department of Transportation Act of 1966, Parks KW - National Historic Preservation Act of 1966, Compliance KW - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance UR - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366620?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 Transit Administration, Lakewood, Colorado; DOT N1 - Date revised - 2006-06-01 N1 - SuppNotes - Draft. Preparation date: July 29, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 31 of 47] T2 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. AN - 36385481; 11669-050316_0031 AB - PURPOSE: The implementation of actions to modernize O'Hare International Airport, serving the city of Chicago, Illinois, is proposed. The airport is one of the most important facilities in the National Airspace System. It provides vital origin and destination services to the nation's third largest metropolitan area, as well as serving as an important connecting hub for two of the world's largest airlines, namely, American and United. In 2002, O'Hare was the world's busiest airport as measured by total operations, the second busiest in terms of enplaned passengers, and the fourth busiest international gateway in the nation in terms of total enplaned international passengers. The facility also operates as a major cargo airport. The city seems federal approval of an amendment to its airport layout plan as well as federal funding for improvements to address existing and future delay and capacity problems. The city's plan provides for reconfiguration of the airfield, along with associated terminal and support facilities and related land acquisition. Four alternatives, including a No Action Alternative (Alternative A), are considered in this final EIS. The preferred alternative (Alternative C) would include reconfiguration of the airfield in accordance with the O'Hare Modernization Program, proposed by the city of Chicago. Ultimately, this reconfiguration would result in two sets of parallel runways. The first set would consist of six parallel runways in the 9/27 orientation. The second set would consist of two parallel runways in a 4/22 orientation. Runways 14.L/32R and 14R/32L would be decommissioned. The existing airport would be expanded, with construction of two new terminals, and the expansion of Concourse K, a portion of existing Terminal 3. In addition, a new 60-gate terminal complex, including both landside and airside facilities, would be constructed on thee west side of the airfield. This new west terminal would be supported by its own access roadway system, parking facilities, and passenger processing facilities. The west terminal would be connected to the existing terminal via an underground people mover system that would permit ticketed, screened passengers to travel between the new west terminal and Terminal 1. The new west terminal would incorporate its own U.S Customs and Immigration Services facilities to process international travelers. Land areas would be reserved under Alternative C for the expansion of airline support, airport support, and air cargo facilities. In addition, facilities for new storm water detention, wastewater treatment, and utilities would be provided would be provided. To accommodate new runways and the supporting development, the city of Chicago would acquire approximately 135.8 acres of land northwest of the existing airport boundary and approximately 304.2 acres of land to the southwest of the facility. Plan implementation would begin in 2007 and the project would be completed in 2013. POSITIVE IMPACTS: The action alternatives would reduce delays for takeoffs and landings under normal and adverse weather conditions, efficiently accommodate existing and future aviation demand and provide adequate terminal and gate facilities as well as apron areas. Based on simulation results, Alternative C would accommodate the unconstrained 2009, 2013, and 2018 flight schedules at reasonable delay levels. NEGATIVE IMPACTS: Depending on the action alternative selected, plan implementation would displace 153 acres of wetlands, increase impervious surface by 823 to 1,126 acres, a and require acquisition of five to six properties, affecting 522 to 539 residential units and 16 to 197 businesses. 2,553 to 2,631 persons. Aircraft-related noise levels of affect 12,525 to 12,623 acres, an area which holds a population of 23,307 to 24,104. Impacts would be disproportionately experienced by minority persons. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0281D, Volume 29, Number 3. JF - EPA number: 050316, Executive Summary--56 pages; 1,457 pages and maps, CD-ROM, July 27, 2005 PY - 2005 VL - 31 KW - Air Transportation KW - Air Quality Assessments KW - Airports KW - Aircraft Noise KW - Biologic Surveys KW - Impact Assessment Methodology KW - Land Acquisitions KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Transportation KW - Underground Structures KW - Water Quality Assessments KW - Wetlands KW - Illinois KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Department of Transportation Act of 1966, Compliance 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/36385481?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 Aviation Administration, Des Plaines, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 27, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 24 of 47] T2 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. AN - 36384286; 11669-050316_0024 AB - PURPOSE: The implementation of actions to modernize O'Hare International Airport, serving the city of Chicago, Illinois, is proposed. The airport is one of the most important facilities in the National Airspace System. It provides vital origin and destination services to the nation's third largest metropolitan area, as well as serving as an important connecting hub for two of the world's largest airlines, namely, American and United. In 2002, O'Hare was the world's busiest airport as measured by total operations, the second busiest in terms of enplaned passengers, and the fourth busiest international gateway in the nation in terms of total enplaned international passengers. The facility also operates as a major cargo airport. The city seems federal approval of an amendment to its airport layout plan as well as federal funding for improvements to address existing and future delay and capacity problems. The city's plan provides for reconfiguration of the airfield, along with associated terminal and support facilities and related land acquisition. Four alternatives, including a No Action Alternative (Alternative A), are considered in this final EIS. The preferred alternative (Alternative C) would include reconfiguration of the airfield in accordance with the O'Hare Modernization Program, proposed by the city of Chicago. Ultimately, this reconfiguration would result in two sets of parallel runways. The first set would consist of six parallel runways in the 9/27 orientation. The second set would consist of two parallel runways in a 4/22 orientation. Runways 14.L/32R and 14R/32L would be decommissioned. The existing airport would be expanded, with construction of two new terminals, and the expansion of Concourse K, a portion of existing Terminal 3. In addition, a new 60-gate terminal complex, including both landside and airside facilities, would be constructed on thee west side of the airfield. This new west terminal would be supported by its own access roadway system, parking facilities, and passenger processing facilities. The west terminal would be connected to the existing terminal via an underground people mover system that would permit ticketed, screened passengers to travel between the new west terminal and Terminal 1. The new west terminal would incorporate its own U.S Customs and Immigration Services facilities to process international travelers. Land areas would be reserved under Alternative C for the expansion of airline support, airport support, and air cargo facilities. In addition, facilities for new storm water detention, wastewater treatment, and utilities would be provided would be provided. To accommodate new runways and the supporting development, the city of Chicago would acquire approximately 135.8 acres of land northwest of the existing airport boundary and approximately 304.2 acres of land to the southwest of the facility. Plan implementation would begin in 2007 and the project would be completed in 2013. POSITIVE IMPACTS: The action alternatives would reduce delays for takeoffs and landings under normal and adverse weather conditions, efficiently accommodate existing and future aviation demand and provide adequate terminal and gate facilities as well as apron areas. Based on simulation results, Alternative C would accommodate the unconstrained 2009, 2013, and 2018 flight schedules at reasonable delay levels. NEGATIVE IMPACTS: Depending on the action alternative selected, plan implementation would displace 153 acres of wetlands, increase impervious surface by 823 to 1,126 acres, a and require acquisition of five to six properties, affecting 522 to 539 residential units and 16 to 197 businesses. 2,553 to 2,631 persons. Aircraft-related noise levels of affect 12,525 to 12,623 acres, an area which holds a population of 23,307 to 24,104. Impacts would be disproportionately experienced by minority persons. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0281D, Volume 29, Number 3. JF - EPA number: 050316, Executive Summary--56 pages; 1,457 pages and maps, CD-ROM, July 27, 2005 PY - 2005 VL - 24 KW - Air Transportation KW - Air Quality Assessments KW - Airports KW - Aircraft Noise KW - Biologic Surveys KW - Impact Assessment Methodology KW - Land Acquisitions KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Transportation KW - Underground Structures KW - Water Quality Assessments KW - Wetlands KW - Illinois KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Department of Transportation Act of 1966, Compliance 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/36384286?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 Aviation Administration, Des Plaines, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 27, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 22 of 47] T2 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. AN - 36382197; 11669-050316_0022 AB - PURPOSE: The implementation of actions to modernize O'Hare International Airport, serving the city of Chicago, Illinois, is proposed. The airport is one of the most important facilities in the National Airspace System. It provides vital origin and destination services to the nation's third largest metropolitan area, as well as serving as an important connecting hub for two of the world's largest airlines, namely, American and United. In 2002, O'Hare was the world's busiest airport as measured by total operations, the second busiest in terms of enplaned passengers, and the fourth busiest international gateway in the nation in terms of total enplaned international passengers. The facility also operates as a major cargo airport. The city seems federal approval of an amendment to its airport layout plan as well as federal funding for improvements to address existing and future delay and capacity problems. The city's plan provides for reconfiguration of the airfield, along with associated terminal and support facilities and related land acquisition. Four alternatives, including a No Action Alternative (Alternative A), are considered in this final EIS. The preferred alternative (Alternative C) would include reconfiguration of the airfield in accordance with the O'Hare Modernization Program, proposed by the city of Chicago. Ultimately, this reconfiguration would result in two sets of parallel runways. The first set would consist of six parallel runways in the 9/27 orientation. The second set would consist of two parallel runways in a 4/22 orientation. Runways 14.L/32R and 14R/32L would be decommissioned. The existing airport would be expanded, with construction of two new terminals, and the expansion of Concourse K, a portion of existing Terminal 3. In addition, a new 60-gate terminal complex, including both landside and airside facilities, would be constructed on thee west side of the airfield. This new west terminal would be supported by its own access roadway system, parking facilities, and passenger processing facilities. The west terminal would be connected to the existing terminal via an underground people mover system that would permit ticketed, screened passengers to travel between the new west terminal and Terminal 1. The new west terminal would incorporate its own U.S Customs and Immigration Services facilities to process international travelers. Land areas would be reserved under Alternative C for the expansion of airline support, airport support, and air cargo facilities. In addition, facilities for new storm water detention, wastewater treatment, and utilities would be provided would be provided. To accommodate new runways and the supporting development, the city of Chicago would acquire approximately 135.8 acres of land northwest of the existing airport boundary and approximately 304.2 acres of land to the southwest of the facility. Plan implementation would begin in 2007 and the project would be completed in 2013. POSITIVE IMPACTS: The action alternatives would reduce delays for takeoffs and landings under normal and adverse weather conditions, efficiently accommodate existing and future aviation demand and provide adequate terminal and gate facilities as well as apron areas. Based on simulation results, Alternative C would accommodate the unconstrained 2009, 2013, and 2018 flight schedules at reasonable delay levels. NEGATIVE IMPACTS: Depending on the action alternative selected, plan implementation would displace 153 acres of wetlands, increase impervious surface by 823 to 1,126 acres, a and require acquisition of five to six properties, affecting 522 to 539 residential units and 16 to 197 businesses. 2,553 to 2,631 persons. Aircraft-related noise levels of affect 12,525 to 12,623 acres, an area which holds a population of 23,307 to 24,104. Impacts would be disproportionately experienced by minority persons. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0281D, Volume 29, Number 3. JF - EPA number: 050316, Executive Summary--56 pages; 1,457 pages and maps, CD-ROM, July 27, 2005 PY - 2005 VL - 22 KW - Air Transportation KW - Air Quality Assessments KW - Airports KW - Aircraft Noise KW - Biologic Surveys KW - Impact Assessment Methodology KW - Land Acquisitions KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Transportation KW - Underground Structures KW - Water Quality Assessments KW - Wetlands KW - Illinois KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Department of Transportation Act of 1966, Compliance 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/36382197?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 Aviation Administration, Des Plaines, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 27, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 4 of 47] T2 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. AN - 36382006; 11669-050316_0004 AB - PURPOSE: The implementation of actions to modernize O'Hare International Airport, serving the city of Chicago, Illinois, is proposed. The airport is one of the most important facilities in the National Airspace System. It provides vital origin and destination services to the nation's third largest metropolitan area, as well as serving as an important connecting hub for two of the world's largest airlines, namely, American and United. In 2002, O'Hare was the world's busiest airport as measured by total operations, the second busiest in terms of enplaned passengers, and the fourth busiest international gateway in the nation in terms of total enplaned international passengers. The facility also operates as a major cargo airport. The city seems federal approval of an amendment to its airport layout plan as well as federal funding for improvements to address existing and future delay and capacity problems. The city's plan provides for reconfiguration of the airfield, along with associated terminal and support facilities and related land acquisition. Four alternatives, including a No Action Alternative (Alternative A), are considered in this final EIS. The preferred alternative (Alternative C) would include reconfiguration of the airfield in accordance with the O'Hare Modernization Program, proposed by the city of Chicago. Ultimately, this reconfiguration would result in two sets of parallel runways. The first set would consist of six parallel runways in the 9/27 orientation. The second set would consist of two parallel runways in a 4/22 orientation. Runways 14.L/32R and 14R/32L would be decommissioned. The existing airport would be expanded, with construction of two new terminals, and the expansion of Concourse K, a portion of existing Terminal 3. In addition, a new 60-gate terminal complex, including both landside and airside facilities, would be constructed on thee west side of the airfield. This new west terminal would be supported by its own access roadway system, parking facilities, and passenger processing facilities. The west terminal would be connected to the existing terminal via an underground people mover system that would permit ticketed, screened passengers to travel between the new west terminal and Terminal 1. The new west terminal would incorporate its own U.S Customs and Immigration Services facilities to process international travelers. Land areas would be reserved under Alternative C for the expansion of airline support, airport support, and air cargo facilities. In addition, facilities for new storm water detention, wastewater treatment, and utilities would be provided would be provided. To accommodate new runways and the supporting development, the city of Chicago would acquire approximately 135.8 acres of land northwest of the existing airport boundary and approximately 304.2 acres of land to the southwest of the facility. Plan implementation would begin in 2007 and the project would be completed in 2013. POSITIVE IMPACTS: The action alternatives would reduce delays for takeoffs and landings under normal and adverse weather conditions, efficiently accommodate existing and future aviation demand and provide adequate terminal and gate facilities as well as apron areas. Based on simulation results, Alternative C would accommodate the unconstrained 2009, 2013, and 2018 flight schedules at reasonable delay levels. NEGATIVE IMPACTS: Depending on the action alternative selected, plan implementation would displace 153 acres of wetlands, increase impervious surface by 823 to 1,126 acres, a and require acquisition of five to six properties, affecting 522 to 539 residential units and 16 to 197 businesses. 2,553 to 2,631 persons. Aircraft-related noise levels of affect 12,525 to 12,623 acres, an area which holds a population of 23,307 to 24,104. Impacts would be disproportionately experienced by minority persons. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0281D, Volume 29, Number 3. JF - EPA number: 050316, Executive Summary--56 pages; 1,457 pages and maps, CD-ROM, July 27, 2005 PY - 2005 VL - 4 KW - Air Transportation KW - Air Quality Assessments KW - Airports KW - Aircraft Noise KW - Biologic Surveys KW - Impact Assessment Methodology KW - Land Acquisitions KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Transportation KW - Underground Structures KW - Water Quality Assessments KW - Wetlands KW - Illinois KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Department of Transportation Act of 1966, Compliance 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/36382006?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 Aviation Administration, Des Plaines, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 27, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 23 of 47] T2 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. AN - 36381726; 11669-050316_0023 AB - PURPOSE: The implementation of actions to modernize O'Hare International Airport, serving the city of Chicago, Illinois, is proposed. The airport is one of the most important facilities in the National Airspace System. It provides vital origin and destination services to the nation's third largest metropolitan area, as well as serving as an important connecting hub for two of the world's largest airlines, namely, American and United. In 2002, O'Hare was the world's busiest airport as measured by total operations, the second busiest in terms of enplaned passengers, and the fourth busiest international gateway in the nation in terms of total enplaned international passengers. The facility also operates as a major cargo airport. The city seems federal approval of an amendment to its airport layout plan as well as federal funding for improvements to address existing and future delay and capacity problems. The city's plan provides for reconfiguration of the airfield, along with associated terminal and support facilities and related land acquisition. Four alternatives, including a No Action Alternative (Alternative A), are considered in this final EIS. The preferred alternative (Alternative C) would include reconfiguration of the airfield in accordance with the O'Hare Modernization Program, proposed by the city of Chicago. Ultimately, this reconfiguration would result in two sets of parallel runways. The first set would consist of six parallel runways in the 9/27 orientation. The second set would consist of two parallel runways in a 4/22 orientation. Runways 14.L/32R and 14R/32L would be decommissioned. The existing airport would be expanded, with construction of two new terminals, and the expansion of Concourse K, a portion of existing Terminal 3. In addition, a new 60-gate terminal complex, including both landside and airside facilities, would be constructed on thee west side of the airfield. This new west terminal would be supported by its own access roadway system, parking facilities, and passenger processing facilities. The west terminal would be connected to the existing terminal via an underground people mover system that would permit ticketed, screened passengers to travel between the new west terminal and Terminal 1. The new west terminal would incorporate its own U.S Customs and Immigration Services facilities to process international travelers. Land areas would be reserved under Alternative C for the expansion of airline support, airport support, and air cargo facilities. In addition, facilities for new storm water detention, wastewater treatment, and utilities would be provided would be provided. To accommodate new runways and the supporting development, the city of Chicago would acquire approximately 135.8 acres of land northwest of the existing airport boundary and approximately 304.2 acres of land to the southwest of the facility. Plan implementation would begin in 2007 and the project would be completed in 2013. POSITIVE IMPACTS: The action alternatives would reduce delays for takeoffs and landings under normal and adverse weather conditions, efficiently accommodate existing and future aviation demand and provide adequate terminal and gate facilities as well as apron areas. Based on simulation results, Alternative C would accommodate the unconstrained 2009, 2013, and 2018 flight schedules at reasonable delay levels. NEGATIVE IMPACTS: Depending on the action alternative selected, plan implementation would displace 153 acres of wetlands, increase impervious surface by 823 to 1,126 acres, a and require acquisition of five to six properties, affecting 522 to 539 residential units and 16 to 197 businesses. 2,553 to 2,631 persons. Aircraft-related noise levels of affect 12,525 to 12,623 acres, an area which holds a population of 23,307 to 24,104. Impacts would be disproportionately experienced by minority persons. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0281D, Volume 29, Number 3. JF - EPA number: 050316, Executive Summary--56 pages; 1,457 pages and maps, CD-ROM, July 27, 2005 PY - 2005 VL - 23 KW - Air Transportation KW - Air Quality Assessments KW - Airports KW - Aircraft Noise KW - Biologic Surveys KW - Impact Assessment Methodology KW - Land Acquisitions KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Transportation KW - Underground Structures KW - Water Quality Assessments KW - Wetlands KW - Illinois KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Department of Transportation Act of 1966, Compliance 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/36381726?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 Aviation Administration, Des Plaines, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 27, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 14 of 47] T2 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. AN - 36379113; 11669-050316_0014 AB - PURPOSE: The implementation of actions to modernize O'Hare International Airport, serving the city of Chicago, Illinois, is proposed. The airport is one of the most important facilities in the National Airspace System. It provides vital origin and destination services to the nation's third largest metropolitan area, as well as serving as an important connecting hub for two of the world's largest airlines, namely, American and United. In 2002, O'Hare was the world's busiest airport as measured by total operations, the second busiest in terms of enplaned passengers, and the fourth busiest international gateway in the nation in terms of total enplaned international passengers. The facility also operates as a major cargo airport. The city seems federal approval of an amendment to its airport layout plan as well as federal funding for improvements to address existing and future delay and capacity problems. The city's plan provides for reconfiguration of the airfield, along with associated terminal and support facilities and related land acquisition. Four alternatives, including a No Action Alternative (Alternative A), are considered in this final EIS. The preferred alternative (Alternative C) would include reconfiguration of the airfield in accordance with the O'Hare Modernization Program, proposed by the city of Chicago. Ultimately, this reconfiguration would result in two sets of parallel runways. The first set would consist of six parallel runways in the 9/27 orientation. The second set would consist of two parallel runways in a 4/22 orientation. Runways 14.L/32R and 14R/32L would be decommissioned. The existing airport would be expanded, with construction of two new terminals, and the expansion of Concourse K, a portion of existing Terminal 3. In addition, a new 60-gate terminal complex, including both landside and airside facilities, would be constructed on thee west side of the airfield. This new west terminal would be supported by its own access roadway system, parking facilities, and passenger processing facilities. The west terminal would be connected to the existing terminal via an underground people mover system that would permit ticketed, screened passengers to travel between the new west terminal and Terminal 1. The new west terminal would incorporate its own U.S Customs and Immigration Services facilities to process international travelers. Land areas would be reserved under Alternative C for the expansion of airline support, airport support, and air cargo facilities. In addition, facilities for new storm water detention, wastewater treatment, and utilities would be provided would be provided. To accommodate new runways and the supporting development, the city of Chicago would acquire approximately 135.8 acres of land northwest of the existing airport boundary and approximately 304.2 acres of land to the southwest of the facility. Plan implementation would begin in 2007 and the project would be completed in 2013. POSITIVE IMPACTS: The action alternatives would reduce delays for takeoffs and landings under normal and adverse weather conditions, efficiently accommodate existing and future aviation demand and provide adequate terminal and gate facilities as well as apron areas. Based on simulation results, Alternative C would accommodate the unconstrained 2009, 2013, and 2018 flight schedules at reasonable delay levels. NEGATIVE IMPACTS: Depending on the action alternative selected, plan implementation would displace 153 acres of wetlands, increase impervious surface by 823 to 1,126 acres, a and require acquisition of five to six properties, affecting 522 to 539 residential units and 16 to 197 businesses. 2,553 to 2,631 persons. Aircraft-related noise levels of affect 12,525 to 12,623 acres, an area which holds a population of 23,307 to 24,104. Impacts would be disproportionately experienced by minority persons. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0281D, Volume 29, Number 3. JF - EPA number: 050316, Executive Summary--56 pages; 1,457 pages and maps, CD-ROM, July 27, 2005 PY - 2005 VL - 14 KW - Air Transportation KW - Air Quality Assessments KW - Airports KW - Aircraft Noise KW - Biologic Surveys KW - Impact Assessment Methodology KW - Land Acquisitions KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Transportation KW - Underground Structures KW - Water Quality Assessments KW - Wetlands KW - Illinois KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Department of Transportation Act of 1966, Compliance 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/36379113?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 Aviation Administration, Des Plaines, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 27, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 12 of 47] T2 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. AN - 36379017; 11669-050316_0012 AB - PURPOSE: The implementation of actions to modernize O'Hare International Airport, serving the city of Chicago, Illinois, is proposed. The airport is one of the most important facilities in the National Airspace System. It provides vital origin and destination services to the nation's third largest metropolitan area, as well as serving as an important connecting hub for two of the world's largest airlines, namely, American and United. In 2002, O'Hare was the world's busiest airport as measured by total operations, the second busiest in terms of enplaned passengers, and the fourth busiest international gateway in the nation in terms of total enplaned international passengers. The facility also operates as a major cargo airport. The city seems federal approval of an amendment to its airport layout plan as well as federal funding for improvements to address existing and future delay and capacity problems. The city's plan provides for reconfiguration of the airfield, along with associated terminal and support facilities and related land acquisition. Four alternatives, including a No Action Alternative (Alternative A), are considered in this final EIS. The preferred alternative (Alternative C) would include reconfiguration of the airfield in accordance with the O'Hare Modernization Program, proposed by the city of Chicago. Ultimately, this reconfiguration would result in two sets of parallel runways. The first set would consist of six parallel runways in the 9/27 orientation. The second set would consist of two parallel runways in a 4/22 orientation. Runways 14.L/32R and 14R/32L would be decommissioned. The existing airport would be expanded, with construction of two new terminals, and the expansion of Concourse K, a portion of existing Terminal 3. In addition, a new 60-gate terminal complex, including both landside and airside facilities, would be constructed on thee west side of the airfield. This new west terminal would be supported by its own access roadway system, parking facilities, and passenger processing facilities. The west terminal would be connected to the existing terminal via an underground people mover system that would permit ticketed, screened passengers to travel between the new west terminal and Terminal 1. The new west terminal would incorporate its own U.S Customs and Immigration Services facilities to process international travelers. Land areas would be reserved under Alternative C for the expansion of airline support, airport support, and air cargo facilities. In addition, facilities for new storm water detention, wastewater treatment, and utilities would be provided would be provided. To accommodate new runways and the supporting development, the city of Chicago would acquire approximately 135.8 acres of land northwest of the existing airport boundary and approximately 304.2 acres of land to the southwest of the facility. Plan implementation would begin in 2007 and the project would be completed in 2013. POSITIVE IMPACTS: The action alternatives would reduce delays for takeoffs and landings under normal and adverse weather conditions, efficiently accommodate existing and future aviation demand and provide adequate terminal and gate facilities as well as apron areas. Based on simulation results, Alternative C would accommodate the unconstrained 2009, 2013, and 2018 flight schedules at reasonable delay levels. NEGATIVE IMPACTS: Depending on the action alternative selected, plan implementation would displace 153 acres of wetlands, increase impervious surface by 823 to 1,126 acres, a and require acquisition of five to six properties, affecting 522 to 539 residential units and 16 to 197 businesses. 2,553 to 2,631 persons. Aircraft-related noise levels of affect 12,525 to 12,623 acres, an area which holds a population of 23,307 to 24,104. Impacts would be disproportionately experienced by minority persons. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0281D, Volume 29, Number 3. JF - EPA number: 050316, Executive Summary--56 pages; 1,457 pages and maps, CD-ROM, July 27, 2005 PY - 2005 VL - 12 KW - Air Transportation KW - Air Quality Assessments KW - Airports KW - Aircraft Noise KW - Biologic Surveys KW - Impact Assessment Methodology KW - Land Acquisitions KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Transportation KW - Underground Structures KW - Water Quality Assessments KW - Wetlands KW - Illinois KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Department of Transportation Act of 1966, Compliance 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/36379017?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 Aviation Administration, Des Plaines, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 27, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 45 of 47] T2 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. AN - 36378223; 11669-050316_0045 AB - PURPOSE: The implementation of actions to modernize O'Hare International Airport, serving the city of Chicago, Illinois, is proposed. The airport is one of the most important facilities in the National Airspace System. It provides vital origin and destination services to the nation's third largest metropolitan area, as well as serving as an important connecting hub for two of the world's largest airlines, namely, American and United. In 2002, O'Hare was the world's busiest airport as measured by total operations, the second busiest in terms of enplaned passengers, and the fourth busiest international gateway in the nation in terms of total enplaned international passengers. The facility also operates as a major cargo airport. The city seems federal approval of an amendment to its airport layout plan as well as federal funding for improvements to address existing and future delay and capacity problems. The city's plan provides for reconfiguration of the airfield, along with associated terminal and support facilities and related land acquisition. Four alternatives, including a No Action Alternative (Alternative A), are considered in this final EIS. The preferred alternative (Alternative C) would include reconfiguration of the airfield in accordance with the O'Hare Modernization Program, proposed by the city of Chicago. Ultimately, this reconfiguration would result in two sets of parallel runways. The first set would consist of six parallel runways in the 9/27 orientation. The second set would consist of two parallel runways in a 4/22 orientation. Runways 14.L/32R and 14R/32L would be decommissioned. The existing airport would be expanded, with construction of two new terminals, and the expansion of Concourse K, a portion of existing Terminal 3. In addition, a new 60-gate terminal complex, including both landside and airside facilities, would be constructed on thee west side of the airfield. This new west terminal would be supported by its own access roadway system, parking facilities, and passenger processing facilities. The west terminal would be connected to the existing terminal via an underground people mover system that would permit ticketed, screened passengers to travel between the new west terminal and Terminal 1. The new west terminal would incorporate its own U.S Customs and Immigration Services facilities to process international travelers. Land areas would be reserved under Alternative C for the expansion of airline support, airport support, and air cargo facilities. In addition, facilities for new storm water detention, wastewater treatment, and utilities would be provided would be provided. To accommodate new runways and the supporting development, the city of Chicago would acquire approximately 135.8 acres of land northwest of the existing airport boundary and approximately 304.2 acres of land to the southwest of the facility. Plan implementation would begin in 2007 and the project would be completed in 2013. POSITIVE IMPACTS: The action alternatives would reduce delays for takeoffs and landings under normal and adverse weather conditions, efficiently accommodate existing and future aviation demand and provide adequate terminal and gate facilities as well as apron areas. Based on simulation results, Alternative C would accommodate the unconstrained 2009, 2013, and 2018 flight schedules at reasonable delay levels. NEGATIVE IMPACTS: Depending on the action alternative selected, plan implementation would displace 153 acres of wetlands, increase impervious surface by 823 to 1,126 acres, a and require acquisition of five to six properties, affecting 522 to 539 residential units and 16 to 197 businesses. 2,553 to 2,631 persons. Aircraft-related noise levels of affect 12,525 to 12,623 acres, an area which holds a population of 23,307 to 24,104. Impacts would be disproportionately experienced by minority persons. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0281D, Volume 29, Number 3. JF - EPA number: 050316, Executive Summary--56 pages; 1,457 pages and maps, CD-ROM, July 27, 2005 PY - 2005 VL - 45 KW - Air Transportation KW - Air Quality Assessments KW - Airports KW - Aircraft Noise KW - Biologic Surveys KW - Impact Assessment Methodology KW - Land Acquisitions KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Transportation KW - Underground Structures KW - Water Quality Assessments KW - Wetlands KW - Illinois KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Department of Transportation Act of 1966, Compliance 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/36378223?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 Aviation Administration, Des Plaines, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 27, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 17 of 47] T2 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. AN - 36378128; 11669-050316_0017 AB - PURPOSE: The implementation of actions to modernize O'Hare International Airport, serving the city of Chicago, Illinois, is proposed. The airport is one of the most important facilities in the National Airspace System. It provides vital origin and destination services to the nation's third largest metropolitan area, as well as serving as an important connecting hub for two of the world's largest airlines, namely, American and United. In 2002, O'Hare was the world's busiest airport as measured by total operations, the second busiest in terms of enplaned passengers, and the fourth busiest international gateway in the nation in terms of total enplaned international passengers. The facility also operates as a major cargo airport. The city seems federal approval of an amendment to its airport layout plan as well as federal funding for improvements to address existing and future delay and capacity problems. The city's plan provides for reconfiguration of the airfield, along with associated terminal and support facilities and related land acquisition. Four alternatives, including a No Action Alternative (Alternative A), are considered in this final EIS. The preferred alternative (Alternative C) would include reconfiguration of the airfield in accordance with the O'Hare Modernization Program, proposed by the city of Chicago. Ultimately, this reconfiguration would result in two sets of parallel runways. The first set would consist of six parallel runways in the 9/27 orientation. The second set would consist of two parallel runways in a 4/22 orientation. Runways 14.L/32R and 14R/32L would be decommissioned. The existing airport would be expanded, with construction of two new terminals, and the expansion of Concourse K, a portion of existing Terminal 3. In addition, a new 60-gate terminal complex, including both landside and airside facilities, would be constructed on thee west side of the airfield. This new west terminal would be supported by its own access roadway system, parking facilities, and passenger processing facilities. The west terminal would be connected to the existing terminal via an underground people mover system that would permit ticketed, screened passengers to travel between the new west terminal and Terminal 1. The new west terminal would incorporate its own U.S Customs and Immigration Services facilities to process international travelers. Land areas would be reserved under Alternative C for the expansion of airline support, airport support, and air cargo facilities. In addition, facilities for new storm water detention, wastewater treatment, and utilities would be provided would be provided. To accommodate new runways and the supporting development, the city of Chicago would acquire approximately 135.8 acres of land northwest of the existing airport boundary and approximately 304.2 acres of land to the southwest of the facility. Plan implementation would begin in 2007 and the project would be completed in 2013. POSITIVE IMPACTS: The action alternatives would reduce delays for takeoffs and landings under normal and adverse weather conditions, efficiently accommodate existing and future aviation demand and provide adequate terminal and gate facilities as well as apron areas. Based on simulation results, Alternative C would accommodate the unconstrained 2009, 2013, and 2018 flight schedules at reasonable delay levels. NEGATIVE IMPACTS: Depending on the action alternative selected, plan implementation would displace 153 acres of wetlands, increase impervious surface by 823 to 1,126 acres, a and require acquisition of five to six properties, affecting 522 to 539 residential units and 16 to 197 businesses. 2,553 to 2,631 persons. Aircraft-related noise levels of affect 12,525 to 12,623 acres, an area which holds a population of 23,307 to 24,104. Impacts would be disproportionately experienced by minority persons. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0281D, Volume 29, Number 3. JF - EPA number: 050316, Executive Summary--56 pages; 1,457 pages and maps, CD-ROM, July 27, 2005 PY - 2005 VL - 17 KW - Air Transportation KW - Air Quality Assessments KW - Airports KW - Aircraft Noise KW - Biologic Surveys KW - Impact Assessment Methodology KW - Land Acquisitions KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Transportation KW - Underground Structures KW - Water Quality Assessments KW - Wetlands KW - Illinois KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Department of Transportation Act of 1966, Compliance 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/36378128?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 Aviation Administration, Des Plaines, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 27, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 11 of 47] T2 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. AN - 36377948; 11669-050316_0011 AB - PURPOSE: The implementation of actions to modernize O'Hare International Airport, serving the city of Chicago, Illinois, is proposed. The airport is one of the most important facilities in the National Airspace System. It provides vital origin and destination services to the nation's third largest metropolitan area, as well as serving as an important connecting hub for two of the world's largest airlines, namely, American and United. In 2002, O'Hare was the world's busiest airport as measured by total operations, the second busiest in terms of enplaned passengers, and the fourth busiest international gateway in the nation in terms of total enplaned international passengers. The facility also operates as a major cargo airport. The city seems federal approval of an amendment to its airport layout plan as well as federal funding for improvements to address existing and future delay and capacity problems. The city's plan provides for reconfiguration of the airfield, along with associated terminal and support facilities and related land acquisition. Four alternatives, including a No Action Alternative (Alternative A), are considered in this final EIS. The preferred alternative (Alternative C) would include reconfiguration of the airfield in accordance with the O'Hare Modernization Program, proposed by the city of Chicago. Ultimately, this reconfiguration would result in two sets of parallel runways. The first set would consist of six parallel runways in the 9/27 orientation. The second set would consist of two parallel runways in a 4/22 orientation. Runways 14.L/32R and 14R/32L would be decommissioned. The existing airport would be expanded, with construction of two new terminals, and the expansion of Concourse K, a portion of existing Terminal 3. In addition, a new 60-gate terminal complex, including both landside and airside facilities, would be constructed on thee west side of the airfield. This new west terminal would be supported by its own access roadway system, parking facilities, and passenger processing facilities. The west terminal would be connected to the existing terminal via an underground people mover system that would permit ticketed, screened passengers to travel between the new west terminal and Terminal 1. The new west terminal would incorporate its own U.S Customs and Immigration Services facilities to process international travelers. Land areas would be reserved under Alternative C for the expansion of airline support, airport support, and air cargo facilities. In addition, facilities for new storm water detention, wastewater treatment, and utilities would be provided would be provided. To accommodate new runways and the supporting development, the city of Chicago would acquire approximately 135.8 acres of land northwest of the existing airport boundary and approximately 304.2 acres of land to the southwest of the facility. Plan implementation would begin in 2007 and the project would be completed in 2013. POSITIVE IMPACTS: The action alternatives would reduce delays for takeoffs and landings under normal and adverse weather conditions, efficiently accommodate existing and future aviation demand and provide adequate terminal and gate facilities as well as apron areas. Based on simulation results, Alternative C would accommodate the unconstrained 2009, 2013, and 2018 flight schedules at reasonable delay levels. NEGATIVE IMPACTS: Depending on the action alternative selected, plan implementation would displace 153 acres of wetlands, increase impervious surface by 823 to 1,126 acres, a and require acquisition of five to six properties, affecting 522 to 539 residential units and 16 to 197 businesses. 2,553 to 2,631 persons. Aircraft-related noise levels of affect 12,525 to 12,623 acres, an area which holds a population of 23,307 to 24,104. Impacts would be disproportionately experienced by minority persons. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0281D, Volume 29, Number 3. JF - EPA number: 050316, Executive Summary--56 pages; 1,457 pages and maps, CD-ROM, July 27, 2005 PY - 2005 VL - 11 KW - Air Transportation KW - Air Quality Assessments KW - Airports KW - Aircraft Noise KW - Biologic Surveys KW - Impact Assessment Methodology KW - Land Acquisitions KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Transportation KW - Underground Structures KW - Water Quality Assessments KW - Wetlands KW - Illinois KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Department of Transportation Act of 1966, Compliance 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/36377948?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 Aviation Administration, Des Plaines, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 27, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20070809//050316/050316_0010.txt of 47] T2 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. AN - 36377884; 11669-050316_0010 AB - PURPOSE: The implementation of actions to modernize O'Hare International Airport, serving the city of Chicago, Illinois, is proposed. The airport is one of the most important facilities in the National Airspace System. It provides vital origin and destination services to the nation's third largest metropolitan area, as well as serving as an important connecting hub for two of the world's largest airlines, namely, American and United. In 2002, O'Hare was the world's busiest airport as measured by total operations, the second busiest in terms of enplaned passengers, and the fourth busiest international gateway in the nation in terms of total enplaned international passengers. The facility also operates as a major cargo airport. The city seems federal approval of an amendment to its airport layout plan as well as federal funding for improvements to address existing and future delay and capacity problems. The city's plan provides for reconfiguration of the airfield, along with associated terminal and support facilities and related land acquisition. Four alternatives, including a No Action Alternative (Alternative A), are considered in this final EIS. The preferred alternative (Alternative C) would include reconfiguration of the airfield in accordance with the O'Hare Modernization Program, proposed by the city of Chicago. Ultimately, this reconfiguration would result in two sets of parallel runways. The first set would consist of six parallel runways in the 9/27 orientation. The second set would consist of two parallel runways in a 4/22 orientation. Runways 14.L/32R and 14R/32L would be decommissioned. The existing airport would be expanded, with construction of two new terminals, and the expansion of Concourse K, a portion of existing Terminal 3. In addition, a new 60-gate terminal complex, including both landside and airside facilities, would be constructed on thee west side of the airfield. This new west terminal would be supported by its own access roadway system, parking facilities, and passenger processing facilities. The west terminal would be connected to the existing terminal via an underground people mover system that would permit ticketed, screened passengers to travel between the new west terminal and Terminal 1. The new west terminal would incorporate its own U.S Customs and Immigration Services facilities to process international travelers. Land areas would be reserved under Alternative C for the expansion of airline support, airport support, and air cargo facilities. In addition, facilities for new storm water detention, wastewater treatment, and utilities would be provided would be provided. To accommodate new runways and the supporting development, the city of Chicago would acquire approximately 135.8 acres of land northwest of the existing airport boundary and approximately 304.2 acres of land to the southwest of the facility. Plan implementation would begin in 2007 and the project would be completed in 2013. POSITIVE IMPACTS: The action alternatives would reduce delays for takeoffs and landings under normal and adverse weather conditions, efficiently accommodate existing and future aviation demand and provide adequate terminal and gate facilities as well as apron areas. Based on simulation results, Alternative C would accommodate the unconstrained 2009, 2013, and 2018 flight schedules at reasonable delay levels. NEGATIVE IMPACTS: Depending on the action alternative selected, plan implementation would displace 153 acres of wetlands, increase impervious surface by 823 to 1,126 acres, a and require acquisition of five to six properties, affecting 522 to 539 residential units and 16 to 197 businesses. 2,553 to 2,631 persons. Aircraft-related noise levels of affect 12,525 to 12,623 acres, an area which holds a population of 23,307 to 24,104. Impacts would be disproportionately experienced by minority persons. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0281D, Volume 29, Number 3. JF - EPA number: 050316, Executive Summary--56 pages; 1,457 pages and maps, CD-ROM, July 27, 2005 PY - 2005 VL - /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20070809//050316/050316_0010.txt KW - Air Transportation KW - Air Quality Assessments KW - Airports KW - Aircraft Noise KW - Biologic Surveys KW - Impact Assessment Methodology KW - Land Acquisitions KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Transportation KW - Underground Structures KW - Water Quality Assessments KW - Wetlands KW - Illinois KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Department of Transportation Act of 1966, Compliance 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/36377884?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 Aviation Administration, Des Plaines, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 27, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 16 of 47] T2 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. AN - 36376125; 11669-050316_0016 AB - PURPOSE: The implementation of actions to modernize O'Hare International Airport, serving the city of Chicago, Illinois, is proposed. The airport is one of the most important facilities in the National Airspace System. It provides vital origin and destination services to the nation's third largest metropolitan area, as well as serving as an important connecting hub for two of the world's largest airlines, namely, American and United. In 2002, O'Hare was the world's busiest airport as measured by total operations, the second busiest in terms of enplaned passengers, and the fourth busiest international gateway in the nation in terms of total enplaned international passengers. The facility also operates as a major cargo airport. The city seems federal approval of an amendment to its airport layout plan as well as federal funding for improvements to address existing and future delay and capacity problems. The city's plan provides for reconfiguration of the airfield, along with associated terminal and support facilities and related land acquisition. Four alternatives, including a No Action Alternative (Alternative A), are considered in this final EIS. The preferred alternative (Alternative C) would include reconfiguration of the airfield in accordance with the O'Hare Modernization Program, proposed by the city of Chicago. Ultimately, this reconfiguration would result in two sets of parallel runways. The first set would consist of six parallel runways in the 9/27 orientation. The second set would consist of two parallel runways in a 4/22 orientation. Runways 14.L/32R and 14R/32L would be decommissioned. The existing airport would be expanded, with construction of two new terminals, and the expansion of Concourse K, a portion of existing Terminal 3. In addition, a new 60-gate terminal complex, including both landside and airside facilities, would be constructed on thee west side of the airfield. This new west terminal would be supported by its own access roadway system, parking facilities, and passenger processing facilities. The west terminal would be connected to the existing terminal via an underground people mover system that would permit ticketed, screened passengers to travel between the new west terminal and Terminal 1. The new west terminal would incorporate its own U.S Customs and Immigration Services facilities to process international travelers. Land areas would be reserved under Alternative C for the expansion of airline support, airport support, and air cargo facilities. In addition, facilities for new storm water detention, wastewater treatment, and utilities would be provided would be provided. To accommodate new runways and the supporting development, the city of Chicago would acquire approximately 135.8 acres of land northwest of the existing airport boundary and approximately 304.2 acres of land to the southwest of the facility. Plan implementation would begin in 2007 and the project would be completed in 2013. POSITIVE IMPACTS: The action alternatives would reduce delays for takeoffs and landings under normal and adverse weather conditions, efficiently accommodate existing and future aviation demand and provide adequate terminal and gate facilities as well as apron areas. Based on simulation results, Alternative C would accommodate the unconstrained 2009, 2013, and 2018 flight schedules at reasonable delay levels. NEGATIVE IMPACTS: Depending on the action alternative selected, plan implementation would displace 153 acres of wetlands, increase impervious surface by 823 to 1,126 acres, a and require acquisition of five to six properties, affecting 522 to 539 residential units and 16 to 197 businesses. 2,553 to 2,631 persons. Aircraft-related noise levels of affect 12,525 to 12,623 acres, an area which holds a population of 23,307 to 24,104. Impacts would be disproportionately experienced by minority persons. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0281D, Volume 29, Number 3. JF - EPA number: 050316, Executive Summary--56 pages; 1,457 pages and maps, CD-ROM, July 27, 2005 PY - 2005 VL - 16 KW - Air Transportation KW - Air Quality Assessments KW - Airports KW - Aircraft Noise KW - Biologic Surveys KW - Impact Assessment Methodology KW - Land Acquisitions KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Transportation KW - Underground Structures KW - Water Quality Assessments KW - Wetlands KW - Illinois KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Department of Transportation Act of 1966, Compliance 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/36376125?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 Aviation Administration, Des Plaines, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 27, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 34 of 47] T2 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. AN - 36374871; 11669-050316_0034 AB - PURPOSE: The implementation of actions to modernize O'Hare International Airport, serving the city of Chicago, Illinois, is proposed. The airport is one of the most important facilities in the National Airspace System. It provides vital origin and destination services to the nation's third largest metropolitan area, as well as serving as an important connecting hub for two of the world's largest airlines, namely, American and United. In 2002, O'Hare was the world's busiest airport as measured by total operations, the second busiest in terms of enplaned passengers, and the fourth busiest international gateway in the nation in terms of total enplaned international passengers. The facility also operates as a major cargo airport. The city seems federal approval of an amendment to its airport layout plan as well as federal funding for improvements to address existing and future delay and capacity problems. The city's plan provides for reconfiguration of the airfield, along with associated terminal and support facilities and related land acquisition. Four alternatives, including a No Action Alternative (Alternative A), are considered in this final EIS. The preferred alternative (Alternative C) would include reconfiguration of the airfield in accordance with the O'Hare Modernization Program, proposed by the city of Chicago. Ultimately, this reconfiguration would result in two sets of parallel runways. The first set would consist of six parallel runways in the 9/27 orientation. The second set would consist of two parallel runways in a 4/22 orientation. Runways 14.L/32R and 14R/32L would be decommissioned. The existing airport would be expanded, with construction of two new terminals, and the expansion of Concourse K, a portion of existing Terminal 3. In addition, a new 60-gate terminal complex, including both landside and airside facilities, would be constructed on thee west side of the airfield. This new west terminal would be supported by its own access roadway system, parking facilities, and passenger processing facilities. The west terminal would be connected to the existing terminal via an underground people mover system that would permit ticketed, screened passengers to travel between the new west terminal and Terminal 1. The new west terminal would incorporate its own U.S Customs and Immigration Services facilities to process international travelers. Land areas would be reserved under Alternative C for the expansion of airline support, airport support, and air cargo facilities. In addition, facilities for new storm water detention, wastewater treatment, and utilities would be provided would be provided. To accommodate new runways and the supporting development, the city of Chicago would acquire approximately 135.8 acres of land northwest of the existing airport boundary and approximately 304.2 acres of land to the southwest of the facility. Plan implementation would begin in 2007 and the project would be completed in 2013. POSITIVE IMPACTS: The action alternatives would reduce delays for takeoffs and landings under normal and adverse weather conditions, efficiently accommodate existing and future aviation demand and provide adequate terminal and gate facilities as well as apron areas. Based on simulation results, Alternative C would accommodate the unconstrained 2009, 2013, and 2018 flight schedules at reasonable delay levels. NEGATIVE IMPACTS: Depending on the action alternative selected, plan implementation would displace 153 acres of wetlands, increase impervious surface by 823 to 1,126 acres, a and require acquisition of five to six properties, affecting 522 to 539 residential units and 16 to 197 businesses. 2,553 to 2,631 persons. Aircraft-related noise levels of affect 12,525 to 12,623 acres, an area which holds a population of 23,307 to 24,104. Impacts would be disproportionately experienced by minority persons. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0281D, Volume 29, Number 3. JF - EPA number: 050316, Executive Summary--56 pages; 1,457 pages and maps, CD-ROM, July 27, 2005 PY - 2005 VL - 34 KW - Air Transportation KW - Air Quality Assessments KW - Airports KW - Aircraft Noise KW - Biologic Surveys KW - Impact Assessment Methodology KW - Land Acquisitions KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Transportation KW - Underground Structures KW - Water Quality Assessments KW - Wetlands KW - Illinois KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Department of Transportation Act of 1966, Compliance 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/36374871?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 Aviation Administration, Des Plaines, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 27, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 33 of 47] T2 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. AN - 36374756; 11669-050316_0033 AB - PURPOSE: The implementation of actions to modernize O'Hare International Airport, serving the city of Chicago, Illinois, is proposed. The airport is one of the most important facilities in the National Airspace System. It provides vital origin and destination services to the nation's third largest metropolitan area, as well as serving as an important connecting hub for two of the world's largest airlines, namely, American and United. In 2002, O'Hare was the world's busiest airport as measured by total operations, the second busiest in terms of enplaned passengers, and the fourth busiest international gateway in the nation in terms of total enplaned international passengers. The facility also operates as a major cargo airport. The city seems federal approval of an amendment to its airport layout plan as well as federal funding for improvements to address existing and future delay and capacity problems. The city's plan provides for reconfiguration of the airfield, along with associated terminal and support facilities and related land acquisition. Four alternatives, including a No Action Alternative (Alternative A), are considered in this final EIS. The preferred alternative (Alternative C) would include reconfiguration of the airfield in accordance with the O'Hare Modernization Program, proposed by the city of Chicago. Ultimately, this reconfiguration would result in two sets of parallel runways. The first set would consist of six parallel runways in the 9/27 orientation. The second set would consist of two parallel runways in a 4/22 orientation. Runways 14.L/32R and 14R/32L would be decommissioned. The existing airport would be expanded, with construction of two new terminals, and the expansion of Concourse K, a portion of existing Terminal 3. In addition, a new 60-gate terminal complex, including both landside and airside facilities, would be constructed on thee west side of the airfield. This new west terminal would be supported by its own access roadway system, parking facilities, and passenger processing facilities. The west terminal would be connected to the existing terminal via an underground people mover system that would permit ticketed, screened passengers to travel between the new west terminal and Terminal 1. The new west terminal would incorporate its own U.S Customs and Immigration Services facilities to process international travelers. Land areas would be reserved under Alternative C for the expansion of airline support, airport support, and air cargo facilities. In addition, facilities for new storm water detention, wastewater treatment, and utilities would be provided would be provided. To accommodate new runways and the supporting development, the city of Chicago would acquire approximately 135.8 acres of land northwest of the existing airport boundary and approximately 304.2 acres of land to the southwest of the facility. Plan implementation would begin in 2007 and the project would be completed in 2013. POSITIVE IMPACTS: The action alternatives would reduce delays for takeoffs and landings under normal and adverse weather conditions, efficiently accommodate existing and future aviation demand and provide adequate terminal and gate facilities as well as apron areas. Based on simulation results, Alternative C would accommodate the unconstrained 2009, 2013, and 2018 flight schedules at reasonable delay levels. NEGATIVE IMPACTS: Depending on the action alternative selected, plan implementation would displace 153 acres of wetlands, increase impervious surface by 823 to 1,126 acres, a and require acquisition of five to six properties, affecting 522 to 539 residential units and 16 to 197 businesses. 2,553 to 2,631 persons. Aircraft-related noise levels of affect 12,525 to 12,623 acres, an area which holds a population of 23,307 to 24,104. Impacts would be disproportionately experienced by minority persons. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0281D, Volume 29, Number 3. JF - EPA number: 050316, Executive Summary--56 pages; 1,457 pages and maps, CD-ROM, July 27, 2005 PY - 2005 VL - 33 KW - Air Transportation KW - Air Quality Assessments KW - Airports KW - Aircraft Noise KW - Biologic Surveys KW - Impact Assessment Methodology KW - Land Acquisitions KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Transportation KW - Underground Structures KW - Water Quality Assessments KW - Wetlands KW - Illinois KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Department of Transportation Act of 1966, Compliance 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/36374756?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 Aviation Administration, Des Plaines, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 27, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 39 of 47] T2 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. AN - 36374477; 11669-050316_0039 AB - PURPOSE: The implementation of actions to modernize O'Hare International Airport, serving the city of Chicago, Illinois, is proposed. The airport is one of the most important facilities in the National Airspace System. It provides vital origin and destination services to the nation's third largest metropolitan area, as well as serving as an important connecting hub for two of the world's largest airlines, namely, American and United. In 2002, O'Hare was the world's busiest airport as measured by total operations, the second busiest in terms of enplaned passengers, and the fourth busiest international gateway in the nation in terms of total enplaned international passengers. The facility also operates as a major cargo airport. The city seems federal approval of an amendment to its airport layout plan as well as federal funding for improvements to address existing and future delay and capacity problems. The city's plan provides for reconfiguration of the airfield, along with associated terminal and support facilities and related land acquisition. Four alternatives, including a No Action Alternative (Alternative A), are considered in this final EIS. The preferred alternative (Alternative C) would include reconfiguration of the airfield in accordance with the O'Hare Modernization Program, proposed by the city of Chicago. Ultimately, this reconfiguration would result in two sets of parallel runways. The first set would consist of six parallel runways in the 9/27 orientation. The second set would consist of two parallel runways in a 4/22 orientation. Runways 14.L/32R and 14R/32L would be decommissioned. The existing airport would be expanded, with construction of two new terminals, and the expansion of Concourse K, a portion of existing Terminal 3. In addition, a new 60-gate terminal complex, including both landside and airside facilities, would be constructed on thee west side of the airfield. This new west terminal would be supported by its own access roadway system, parking facilities, and passenger processing facilities. The west terminal would be connected to the existing terminal via an underground people mover system that would permit ticketed, screened passengers to travel between the new west terminal and Terminal 1. The new west terminal would incorporate its own U.S Customs and Immigration Services facilities to process international travelers. Land areas would be reserved under Alternative C for the expansion of airline support, airport support, and air cargo facilities. In addition, facilities for new storm water detention, wastewater treatment, and utilities would be provided would be provided. To accommodate new runways and the supporting development, the city of Chicago would acquire approximately 135.8 acres of land northwest of the existing airport boundary and approximately 304.2 acres of land to the southwest of the facility. Plan implementation would begin in 2007 and the project would be completed in 2013. POSITIVE IMPACTS: The action alternatives would reduce delays for takeoffs and landings under normal and adverse weather conditions, efficiently accommodate existing and future aviation demand and provide adequate terminal and gate facilities as well as apron areas. Based on simulation results, Alternative C would accommodate the unconstrained 2009, 2013, and 2018 flight schedules at reasonable delay levels. NEGATIVE IMPACTS: Depending on the action alternative selected, plan implementation would displace 153 acres of wetlands, increase impervious surface by 823 to 1,126 acres, a and require acquisition of five to six properties, affecting 522 to 539 residential units and 16 to 197 businesses. 2,553 to 2,631 persons. Aircraft-related noise levels of affect 12,525 to 12,623 acres, an area which holds a population of 23,307 to 24,104. Impacts would be disproportionately experienced by minority persons. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0281D, Volume 29, Number 3. JF - EPA number: 050316, Executive Summary--56 pages; 1,457 pages and maps, CD-ROM, July 27, 2005 PY - 2005 VL - 39 KW - Air Transportation KW - Air Quality Assessments KW - Airports KW - Aircraft Noise KW - Biologic Surveys KW - Impact Assessment Methodology KW - Land Acquisitions KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Transportation KW - Underground Structures KW - Water Quality Assessments KW - Wetlands KW - Illinois KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Department of Transportation Act of 1966, Compliance 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/36374477?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 Aviation Administration, Des Plaines, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 27, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 41 of 47] T2 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. AN - 36372700; 11669-050316_0041 AB - PURPOSE: The implementation of actions to modernize O'Hare International Airport, serving the city of Chicago, Illinois, is proposed. The airport is one of the most important facilities in the National Airspace System. It provides vital origin and destination services to the nation's third largest metropolitan area, as well as serving as an important connecting hub for two of the world's largest airlines, namely, American and United. In 2002, O'Hare was the world's busiest airport as measured by total operations, the second busiest in terms of enplaned passengers, and the fourth busiest international gateway in the nation in terms of total enplaned international passengers. The facility also operates as a major cargo airport. The city seems federal approval of an amendment to its airport layout plan as well as federal funding for improvements to address existing and future delay and capacity problems. The city's plan provides for reconfiguration of the airfield, along with associated terminal and support facilities and related land acquisition. Four alternatives, including a No Action Alternative (Alternative A), are considered in this final EIS. The preferred alternative (Alternative C) would include reconfiguration of the airfield in accordance with the O'Hare Modernization Program, proposed by the city of Chicago. Ultimately, this reconfiguration would result in two sets of parallel runways. The first set would consist of six parallel runways in the 9/27 orientation. The second set would consist of two parallel runways in a 4/22 orientation. Runways 14.L/32R and 14R/32L would be decommissioned. The existing airport would be expanded, with construction of two new terminals, and the expansion of Concourse K, a portion of existing Terminal 3. In addition, a new 60-gate terminal complex, including both landside and airside facilities, would be constructed on thee west side of the airfield. This new west terminal would be supported by its own access roadway system, parking facilities, and passenger processing facilities. The west terminal would be connected to the existing terminal via an underground people mover system that would permit ticketed, screened passengers to travel between the new west terminal and Terminal 1. The new west terminal would incorporate its own U.S Customs and Immigration Services facilities to process international travelers. Land areas would be reserved under Alternative C for the expansion of airline support, airport support, and air cargo facilities. In addition, facilities for new storm water detention, wastewater treatment, and utilities would be provided would be provided. To accommodate new runways and the supporting development, the city of Chicago would acquire approximately 135.8 acres of land northwest of the existing airport boundary and approximately 304.2 acres of land to the southwest of the facility. Plan implementation would begin in 2007 and the project would be completed in 2013. POSITIVE IMPACTS: The action alternatives would reduce delays for takeoffs and landings under normal and adverse weather conditions, efficiently accommodate existing and future aviation demand and provide adequate terminal and gate facilities as well as apron areas. Based on simulation results, Alternative C would accommodate the unconstrained 2009, 2013, and 2018 flight schedules at reasonable delay levels. NEGATIVE IMPACTS: Depending on the action alternative selected, plan implementation would displace 153 acres of wetlands, increase impervious surface by 823 to 1,126 acres, a and require acquisition of five to six properties, affecting 522 to 539 residential units and 16 to 197 businesses. 2,553 to 2,631 persons. Aircraft-related noise levels of affect 12,525 to 12,623 acres, an area which holds a population of 23,307 to 24,104. Impacts would be disproportionately experienced by minority persons. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0281D, Volume 29, Number 3. JF - EPA number: 050316, Executive Summary--56 pages; 1,457 pages and maps, CD-ROM, July 27, 2005 PY - 2005 VL - 41 KW - Air Transportation KW - Air Quality Assessments KW - Airports KW - Aircraft Noise KW - Biologic Surveys KW - Impact Assessment Methodology KW - Land Acquisitions KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Transportation KW - Underground Structures KW - Water Quality Assessments KW - Wetlands KW - Illinois KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Department of Transportation Act of 1966, Compliance 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/36372700?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 Aviation Administration, Des Plaines, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 27, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 42 of 47] T2 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. AN - 36371442; 11669-050316_0042 AB - PURPOSE: The implementation of actions to modernize O'Hare International Airport, serving the city of Chicago, Illinois, is proposed. The airport is one of the most important facilities in the National Airspace System. It provides vital origin and destination services to the nation's third largest metropolitan area, as well as serving as an important connecting hub for two of the world's largest airlines, namely, American and United. In 2002, O'Hare was the world's busiest airport as measured by total operations, the second busiest in terms of enplaned passengers, and the fourth busiest international gateway in the nation in terms of total enplaned international passengers. The facility also operates as a major cargo airport. The city seems federal approval of an amendment to its airport layout plan as well as federal funding for improvements to address existing and future delay and capacity problems. The city's plan provides for reconfiguration of the airfield, along with associated terminal and support facilities and related land acquisition. Four alternatives, including a No Action Alternative (Alternative A), are considered in this final EIS. The preferred alternative (Alternative C) would include reconfiguration of the airfield in accordance with the O'Hare Modernization Program, proposed by the city of Chicago. Ultimately, this reconfiguration would result in two sets of parallel runways. The first set would consist of six parallel runways in the 9/27 orientation. The second set would consist of two parallel runways in a 4/22 orientation. Runways 14.L/32R and 14R/32L would be decommissioned. The existing airport would be expanded, with construction of two new terminals, and the expansion of Concourse K, a portion of existing Terminal 3. In addition, a new 60-gate terminal complex, including both landside and airside facilities, would be constructed on thee west side of the airfield. This new west terminal would be supported by its own access roadway system, parking facilities, and passenger processing facilities. The west terminal would be connected to the existing terminal via an underground people mover system that would permit ticketed, screened passengers to travel between the new west terminal and Terminal 1. The new west terminal would incorporate its own U.S Customs and Immigration Services facilities to process international travelers. Land areas would be reserved under Alternative C for the expansion of airline support, airport support, and air cargo facilities. In addition, facilities for new storm water detention, wastewater treatment, and utilities would be provided would be provided. To accommodate new runways and the supporting development, the city of Chicago would acquire approximately 135.8 acres of land northwest of the existing airport boundary and approximately 304.2 acres of land to the southwest of the facility. Plan implementation would begin in 2007 and the project would be completed in 2013. POSITIVE IMPACTS: The action alternatives would reduce delays for takeoffs and landings under normal and adverse weather conditions, efficiently accommodate existing and future aviation demand and provide adequate terminal and gate facilities as well as apron areas. Based on simulation results, Alternative C would accommodate the unconstrained 2009, 2013, and 2018 flight schedules at reasonable delay levels. NEGATIVE IMPACTS: Depending on the action alternative selected, plan implementation would displace 153 acres of wetlands, increase impervious surface by 823 to 1,126 acres, a and require acquisition of five to six properties, affecting 522 to 539 residential units and 16 to 197 businesses. 2,553 to 2,631 persons. Aircraft-related noise levels of affect 12,525 to 12,623 acres, an area which holds a population of 23,307 to 24,104. Impacts would be disproportionately experienced by minority persons. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0281D, Volume 29, Number 3. JF - EPA number: 050316, Executive Summary--56 pages; 1,457 pages and maps, CD-ROM, July 27, 2005 PY - 2005 VL - 42 KW - Air Transportation KW - Air Quality Assessments KW - Airports KW - Aircraft Noise KW - Biologic Surveys KW - Impact Assessment Methodology KW - Land Acquisitions KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Transportation KW - Underground Structures KW - Water Quality Assessments KW - Wetlands KW - Illinois KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Department of Transportation Act of 1966, Compliance 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/36371442?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 Aviation Administration, Des Plaines, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 27, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 35 of 47] T2 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. AN - 36371012; 11669-050316_0035 AB - PURPOSE: The implementation of actions to modernize O'Hare International Airport, serving the city of Chicago, Illinois, is proposed. The airport is one of the most important facilities in the National Airspace System. It provides vital origin and destination services to the nation's third largest metropolitan area, as well as serving as an important connecting hub for two of the world's largest airlines, namely, American and United. In 2002, O'Hare was the world's busiest airport as measured by total operations, the second busiest in terms of enplaned passengers, and the fourth busiest international gateway in the nation in terms of total enplaned international passengers. The facility also operates as a major cargo airport. The city seems federal approval of an amendment to its airport layout plan as well as federal funding for improvements to address existing and future delay and capacity problems. The city's plan provides for reconfiguration of the airfield, along with associated terminal and support facilities and related land acquisition. Four alternatives, including a No Action Alternative (Alternative A), are considered in this final EIS. The preferred alternative (Alternative C) would include reconfiguration of the airfield in accordance with the O'Hare Modernization Program, proposed by the city of Chicago. Ultimately, this reconfiguration would result in two sets of parallel runways. The first set would consist of six parallel runways in the 9/27 orientation. The second set would consist of two parallel runways in a 4/22 orientation. Runways 14.L/32R and 14R/32L would be decommissioned. The existing airport would be expanded, with construction of two new terminals, and the expansion of Concourse K, a portion of existing Terminal 3. In addition, a new 60-gate terminal complex, including both landside and airside facilities, would be constructed on thee west side of the airfield. This new west terminal would be supported by its own access roadway system, parking facilities, and passenger processing facilities. The west terminal would be connected to the existing terminal via an underground people mover system that would permit ticketed, screened passengers to travel between the new west terminal and Terminal 1. The new west terminal would incorporate its own U.S Customs and Immigration Services facilities to process international travelers. Land areas would be reserved under Alternative C for the expansion of airline support, airport support, and air cargo facilities. In addition, facilities for new storm water detention, wastewater treatment, and utilities would be provided would be provided. To accommodate new runways and the supporting development, the city of Chicago would acquire approximately 135.8 acres of land northwest of the existing airport boundary and approximately 304.2 acres of land to the southwest of the facility. Plan implementation would begin in 2007 and the project would be completed in 2013. POSITIVE IMPACTS: The action alternatives would reduce delays for takeoffs and landings under normal and adverse weather conditions, efficiently accommodate existing and future aviation demand and provide adequate terminal and gate facilities as well as apron areas. Based on simulation results, Alternative C would accommodate the unconstrained 2009, 2013, and 2018 flight schedules at reasonable delay levels. NEGATIVE IMPACTS: Depending on the action alternative selected, plan implementation would displace 153 acres of wetlands, increase impervious surface by 823 to 1,126 acres, a and require acquisition of five to six properties, affecting 522 to 539 residential units and 16 to 197 businesses. 2,553 to 2,631 persons. Aircraft-related noise levels of affect 12,525 to 12,623 acres, an area which holds a population of 23,307 to 24,104. Impacts would be disproportionately experienced by minority persons. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0281D, Volume 29, Number 3. JF - EPA number: 050316, Executive Summary--56 pages; 1,457 pages and maps, CD-ROM, July 27, 2005 PY - 2005 VL - 35 KW - Air Transportation KW - Air Quality Assessments KW - Airports KW - Aircraft Noise KW - Biologic Surveys KW - Impact Assessment Methodology KW - Land Acquisitions KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Transportation KW - Underground Structures KW - Water Quality Assessments KW - Wetlands KW - Illinois KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Department of Transportation Act of 1966, Compliance 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/36371012?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 Aviation Administration, Des Plaines, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 27, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 7 of 47] T2 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. AN - 36368008; 11669-050316_0007 AB - PURPOSE: The implementation of actions to modernize O'Hare International Airport, serving the city of Chicago, Illinois, is proposed. The airport is one of the most important facilities in the National Airspace System. It provides vital origin and destination services to the nation's third largest metropolitan area, as well as serving as an important connecting hub for two of the world's largest airlines, namely, American and United. In 2002, O'Hare was the world's busiest airport as measured by total operations, the second busiest in terms of enplaned passengers, and the fourth busiest international gateway in the nation in terms of total enplaned international passengers. The facility also operates as a major cargo airport. The city seems federal approval of an amendment to its airport layout plan as well as federal funding for improvements to address existing and future delay and capacity problems. The city's plan provides for reconfiguration of the airfield, along with associated terminal and support facilities and related land acquisition. Four alternatives, including a No Action Alternative (Alternative A), are considered in this final EIS. The preferred alternative (Alternative C) would include reconfiguration of the airfield in accordance with the O'Hare Modernization Program, proposed by the city of Chicago. Ultimately, this reconfiguration would result in two sets of parallel runways. The first set would consist of six parallel runways in the 9/27 orientation. The second set would consist of two parallel runways in a 4/22 orientation. Runways 14.L/32R and 14R/32L would be decommissioned. The existing airport would be expanded, with construction of two new terminals, and the expansion of Concourse K, a portion of existing Terminal 3. In addition, a new 60-gate terminal complex, including both landside and airside facilities, would be constructed on thee west side of the airfield. This new west terminal would be supported by its own access roadway system, parking facilities, and passenger processing facilities. The west terminal would be connected to the existing terminal via an underground people mover system that would permit ticketed, screened passengers to travel between the new west terminal and Terminal 1. The new west terminal would incorporate its own U.S Customs and Immigration Services facilities to process international travelers. Land areas would be reserved under Alternative C for the expansion of airline support, airport support, and air cargo facilities. In addition, facilities for new storm water detention, wastewater treatment, and utilities would be provided would be provided. To accommodate new runways and the supporting development, the city of Chicago would acquire approximately 135.8 acres of land northwest of the existing airport boundary and approximately 304.2 acres of land to the southwest of the facility. Plan implementation would begin in 2007 and the project would be completed in 2013. POSITIVE IMPACTS: The action alternatives would reduce delays for takeoffs and landings under normal and adverse weather conditions, efficiently accommodate existing and future aviation demand and provide adequate terminal and gate facilities as well as apron areas. Based on simulation results, Alternative C would accommodate the unconstrained 2009, 2013, and 2018 flight schedules at reasonable delay levels. NEGATIVE IMPACTS: Depending on the action alternative selected, plan implementation would displace 153 acres of wetlands, increase impervious surface by 823 to 1,126 acres, a and require acquisition of five to six properties, affecting 522 to 539 residential units and 16 to 197 businesses. 2,553 to 2,631 persons. Aircraft-related noise levels of affect 12,525 to 12,623 acres, an area which holds a population of 23,307 to 24,104. Impacts would be disproportionately experienced by minority persons. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0281D, Volume 29, Number 3. JF - EPA number: 050316, Executive Summary--56 pages; 1,457 pages and maps, CD-ROM, July 27, 2005 PY - 2005 VL - 7 KW - Air Transportation KW - Air Quality Assessments KW - Airports KW - Aircraft Noise KW - Biologic Surveys KW - Impact Assessment Methodology KW - Land Acquisitions KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Transportation KW - Underground Structures KW - Water Quality Assessments KW - Wetlands KW - Illinois KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Department of Transportation Act of 1966, Compliance 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/36368008?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 Aviation Administration, Des Plaines, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 27, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 3 of 47] T2 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. AN - 36367922; 11669-050316_0003 AB - PURPOSE: The implementation of actions to modernize O'Hare International Airport, serving the city of Chicago, Illinois, is proposed. The airport is one of the most important facilities in the National Airspace System. It provides vital origin and destination services to the nation's third largest metropolitan area, as well as serving as an important connecting hub for two of the world's largest airlines, namely, American and United. In 2002, O'Hare was the world's busiest airport as measured by total operations, the second busiest in terms of enplaned passengers, and the fourth busiest international gateway in the nation in terms of total enplaned international passengers. The facility also operates as a major cargo airport. The city seems federal approval of an amendment to its airport layout plan as well as federal funding for improvements to address existing and future delay and capacity problems. The city's plan provides for reconfiguration of the airfield, along with associated terminal and support facilities and related land acquisition. Four alternatives, including a No Action Alternative (Alternative A), are considered in this final EIS. The preferred alternative (Alternative C) would include reconfiguration of the airfield in accordance with the O'Hare Modernization Program, proposed by the city of Chicago. Ultimately, this reconfiguration would result in two sets of parallel runways. The first set would consist of six parallel runways in the 9/27 orientation. The second set would consist of two parallel runways in a 4/22 orientation. Runways 14.L/32R and 14R/32L would be decommissioned. The existing airport would be expanded, with construction of two new terminals, and the expansion of Concourse K, a portion of existing Terminal 3. In addition, a new 60-gate terminal complex, including both landside and airside facilities, would be constructed on thee west side of the airfield. This new west terminal would be supported by its own access roadway system, parking facilities, and passenger processing facilities. The west terminal would be connected to the existing terminal via an underground people mover system that would permit ticketed, screened passengers to travel between the new west terminal and Terminal 1. The new west terminal would incorporate its own U.S Customs and Immigration Services facilities to process international travelers. Land areas would be reserved under Alternative C for the expansion of airline support, airport support, and air cargo facilities. In addition, facilities for new storm water detention, wastewater treatment, and utilities would be provided would be provided. To accommodate new runways and the supporting development, the city of Chicago would acquire approximately 135.8 acres of land northwest of the existing airport boundary and approximately 304.2 acres of land to the southwest of the facility. Plan implementation would begin in 2007 and the project would be completed in 2013. POSITIVE IMPACTS: The action alternatives would reduce delays for takeoffs and landings under normal and adverse weather conditions, efficiently accommodate existing and future aviation demand and provide adequate terminal and gate facilities as well as apron areas. Based on simulation results, Alternative C would accommodate the unconstrained 2009, 2013, and 2018 flight schedules at reasonable delay levels. NEGATIVE IMPACTS: Depending on the action alternative selected, plan implementation would displace 153 acres of wetlands, increase impervious surface by 823 to 1,126 acres, a and require acquisition of five to six properties, affecting 522 to 539 residential units and 16 to 197 businesses. 2,553 to 2,631 persons. Aircraft-related noise levels of affect 12,525 to 12,623 acres, an area which holds a population of 23,307 to 24,104. Impacts would be disproportionately experienced by minority persons. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0281D, Volume 29, Number 3. JF - EPA number: 050316, Executive Summary--56 pages; 1,457 pages and maps, CD-ROM, July 27, 2005 PY - 2005 VL - 3 KW - Air Transportation KW - Air Quality Assessments KW - Airports KW - Aircraft Noise KW - Biologic Surveys KW - Impact Assessment Methodology KW - Land Acquisitions KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Transportation KW - Underground Structures KW - Water Quality Assessments KW - Wetlands KW - Illinois KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Department of Transportation Act of 1966, Compliance 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/36367922?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 Aviation Administration, Des Plaines, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 27, 2005 N1 - Last updated - 2011-12-16 ER - TY - RPRT T1 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20070809//050316/050316_0020.txt of 47] T2 - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. AN - 36367844; 11669-050316_0020 AB - PURPOSE: The implementation of actions to modernize O'Hare International Airport, serving the city of Chicago, Illinois, is proposed. The airport is one of the most important facilities in the National Airspace System. It provides vital origin and destination services to the nation's third largest metropolitan area, as well as serving as an important connecting hub for two of the world's largest airlines, namely, American and United. In 2002, O'Hare was the world's busiest airport as measured by total operations, the second busiest in terms of enplaned passengers, and the fourth busiest international gateway in the nation in terms of total enplaned international passengers. The facility also operates as a major cargo airport. The city seems federal approval of an amendment to its airport layout plan as well as federal funding for improvements to address existing and future delay and capacity problems. The city's plan provides for reconfiguration of the airfield, along with associated terminal and support facilities and related land acquisition. Four alternatives, including a No Action Alternative (Alternative A), are considered in this final EIS. The preferred alternative (Alternative C) would include reconfiguration of the airfield in accordance with the O'Hare Modernization Program, proposed by the city of Chicago. Ultimately, this reconfiguration would result in two sets of parallel runways. The first set would consist of six parallel runways in the 9/27 orientation. The second set would consist of two parallel runways in a 4/22 orientation. Runways 14.L/32R and 14R/32L would be decommissioned. The existing airport would be expanded, with construction of two new terminals, and the expansion of Concourse K, a portion of existing Terminal 3. In addition, a new 60-gate terminal complex, including both landside and airside facilities, would be constructed on thee west side of the airfield. This new west terminal would be supported by its own access roadway system, parking facilities, and passenger processing facilities. The west terminal would be connected to the existing terminal via an underground people mover system that would permit ticketed, screened passengers to travel between the new west terminal and Terminal 1. The new west terminal would incorporate its own U.S Customs and Immigration Services facilities to process international travelers. Land areas would be reserved under Alternative C for the expansion of airline support, airport support, and air cargo facilities. In addition, facilities for new storm water detention, wastewater treatment, and utilities would be provided would be provided. To accommodate new runways and the supporting development, the city of Chicago would acquire approximately 135.8 acres of land northwest of the existing airport boundary and approximately 304.2 acres of land to the southwest of the facility. Plan implementation would begin in 2007 and the project would be completed in 2013. POSITIVE IMPACTS: The action alternatives would reduce delays for takeoffs and landings under normal and adverse weather conditions, efficiently accommodate existing and future aviation demand and provide adequate terminal and gate facilities as well as apron areas. Based on simulation results, Alternative C would accommodate the unconstrained 2009, 2013, and 2018 flight schedules at reasonable delay levels. NEGATIVE IMPACTS: Depending on the action alternative selected, plan implementation would displace 153 acres of wetlands, increase impervious surface by 823 to 1,126 acres, a and require acquisition of five to six properties, affecting 522 to 539 residential units and 16 to 197 businesses. 2,553 to 2,631 persons. Aircraft-related noise levels of affect 12,525 to 12,623 acres, an area which holds a population of 23,307 to 24,104. Impacts would be disproportionately experienced by minority persons. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0281D, Volume 29, Number 3. JF - EPA number: 050316, Executive Summary--56 pages; 1,457 pages and maps, CD-ROM, July 27, 2005 PY - 2005 VL - /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20070809//050316/050316_0020.txt KW - Air Transportation KW - Air Quality Assessments KW - Airports KW - Aircraft Noise KW - Biologic Surveys KW - Impact Assessment Methodology KW - Land Acquisitions KW - Minorities KW - Noise Assessments KW - Noise Standards Violations KW - Parking KW - Relocations-Property Acquisitions KW - Roads KW - Section 4(f) Statements KW - Section 6(f) Statements KW - Socioeconomic Assessments KW - Terminal Facilities KW - Transportation KW - Underground Structures KW - Water Quality Assessments KW - Wetlands KW - Illinois KW - Airport and Airway Improvements Act of 1982, Project Authorization KW - Department of Transportation Act of 1966, Compliance 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/36367844?accountid=14244 L2 - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&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 Aviation Administration, Des Plaines, Illinois; DOT N1 - Date revised - 2006-05-01 N1 - SuppNotes - Final. Preparation date: July 27, 2005 N1 - Last updated - 2011-12-16 ER -