TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 36441171; 11669
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
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/36441171?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_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 - 2014-01-30
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 15 of 47]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 36387075; 11669-050316_0015
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  - 15
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/36387075?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 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 6 of 47]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 36383306; 11669-050316_0006
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  - 6
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/36383306?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 26 of 47]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 36383123; 11669-050316_0026
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  - 26
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/36383123?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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_0040.txt of 47]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 36382573; 11669-050316_0040
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_0040.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/36382573?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 2 of 47]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 36382288; 11669-050316_0002
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  - 2
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/36382288?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 25 of 47]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 36381599; 11669-050316_0025
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  - 25
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/36381599?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 21 of 47]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 36381592; 11669-050316_0021
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  - 21
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/36381592?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 5 of 47]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 36381576; 11669-050316_0005
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  - 5
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/36381576?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 38 of 47]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 36378224; 11669-050316_0038
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  - 38
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/36378224?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 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 29 of 47]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 36377931; 11669-050316_0029
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  - 29
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/36377931?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&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 9 of 47]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 36376605; 11669-050316_0009
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  - 9
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/36376605?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 46 of 47]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 36375367; 11669-050316_0046
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  - 46
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/36375367?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 44 of 47]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 36375240; 11669-050316_0044
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  - 44
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/36375240?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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_0030.txt of 47]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 36375169; 11669-050316_0030
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_0030.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/36375169?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 8 of 47]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 36375054; 11669-050316_0008
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  - 8
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/36375054?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 28 of 47]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 36374890; 11669-050316_0028
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  - 28
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/36374890?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 19 of 47]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 36374634; 11669-050316_0019
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  - 19
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/36374634?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 43 of 47]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 36372820; 11669-050316_0043
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  - 43
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/36372820?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 47 of 47]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 36371559; 11669-050316_0047
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  - 47
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/36371559?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_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 36 of 47]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 36371117; 11669-050316_0036
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  - 36
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/36371117?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&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  - PLATTSMOUTH BRIDGE STUDY, CASS COUNTY, NEBRASKA AND MILLS COUNTY, IOWA (PROJECT NO. DPS-34-7(114). [Part 1 of 1]
T2  - PLATTSMOUTH BRIDGE STUDY, CASS COUNTY, NEBRASKA AND MILLS COUNTY, IOWA (PROJECT NO. DPS-34-7(114).
AN  - 36373779; 050656D-050306_0001
AB  - PURPOSE: The replacement 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, are considered in this draft EIS. 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. Costs of alternatives 2 and 3 are estimated at $41 million and $37 million, respectively. POSITIVE IMPACTS: The project would provide a connection between US 75 and the eastern terminus of I-2. Substandard alignment and geometric deficiencies on he connecting approach roads would be corrected. Local connectivity in Cass County, Plattsmouth, and southwest Iowa would be maintained. NEGATIVE IMPACTS: Rights-of-way requirements for alternatives 3 or 2, respectively, would result 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. Alternatives 2 or 3 would result in the diagonal severance of three or seven properties. Either alternative would displace 10 residences and/or businesses, affect one recreational site, and encounter one hazardous materials site. 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).
JF  - EPA number: 050306, 366 pages and maps, July 20, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-NE-EIS-04-03-D
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
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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: July 20, 2005
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  - 16346049; 11659
AB  - PURPOSE: The replacement 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, are considered in this draft EIS. 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. Costs of alternatives 2 and 3 are estimated at $41 million and $37 million, respectively. POSITIVE IMPACTS: The project would provide a connection between US 75 and the eastern terminus of I-2. Substandard alignment and geometric deficiencies on he connecting approach roads would be corrected. Local connectivity in Cass County, Plattsmouth, and southwest Iowa would be maintained. NEGATIVE IMPACTS: Rights-of-way requirements for alternatives 3 or 2, respectively, would result 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. Alternatives 2 or 3 would result in the diagonal severance of three or seven properties. Either alternative would displace 10 residences and/or businesses, affect one recreational site, and encounter one hazardous materials site. 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).
JF  - EPA number: 050306, 366 pages and maps, July 20, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-NE-EIS-04-03-D
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
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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: July 20, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - CPAPER
T1  - FHWA and FTA - A Look at Updates on Brownfields Guidance
T2  - 2005 Summer Conference on Environmental Stewardship in Transportation: Through Waste Management, Materials Reuse and EMS
AN  - 40059220; 3981570
JF  - 2005 Summer Conference on Environmental Stewardship in Transportation: Through Waste Management, Materials Reuse and EMS
AU  - Galloway, Constance M.H.
Y1  - 2005/07/17/
PY  - 2005
DA  - 2005 Jul 17
KW  - Environmental restoration
KW  - Land use
KW  - Pollution clean-up
KW  - Brownfields
KW  - Land reclamation
KW  - U 4300:Environmental Science
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info: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+Summer+Conference+on+Environmental+Stewardship+in+Transportation%3A+Through+Waste+Management%2C+Materials+Reuse+and+EMS&rft.atitle=FHWA+and+FTA+-+A+Look+at+Updates+on+Brownfields+Guidance&rft.au=Galloway%2C+Constance+M.H.&rft.aulast=Galloway&rft.aufirst=Constance&rft.date=2005-07-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=&rft.title=2005+Summer+Conference+on+Environmental+Stewardship+in+Transportation%3A+Through+Waste+Management%2C+Materials+Reuse+and+EMS&rft.issn=&rft_id=info:doi/
L2  - http://www.doh.dot.state.nc.us/preconstruct/highway/geotech/trb/agenda/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Date revised - 2007-09-05
N1  - Last updated - 2010-05-03
ER  - 



TY  - JOUR
T1  - Load testing of anchors for wire mesh and cable net rockfall slope protection systems
AN  - 51596025; 2006-035820
AB  - This study presents results of field tests conducted on anchors used to support wire mesh and cable net rockfall protection systems. The load transfer and failure characteristics of these anchors are different from those used in most civil applications in that loads are often applied transversely to the top of tendon rather than axially. The study included vertical as well as horizontal series of tests conducted on some anchors widely used in wire mesh and cable net rockfall protect systems. It was found that the deformation characteristics of these anchors under vertical loading are nonlinear. They are approximated by a hyperbolic formulation and used to calculate the ultimate capacity. Top-downward progressive cracking of the grout was observed during loading and influences the deformation characteristics of these anchors under horizontal loading. The anchors deflected excessively before they could attain their ultimate capacity in the horizontal direction. Based on the field tests, it appears that the deformation under horizontal loading in the systems can be limited by using an enlarged grout zone at the top.
JF  - Engineering Geology
AU  - Shu, Shanzhi
AU  - Muhunthan, Balasingam
AU  - Badger, Thomas C
AU  - Grandorff, Robert
Y1  - 2005/07//
PY  - 2005
DA  - July 2005
SP  - 162
EP  - 176
PB  - Elsevier, Amsterdam
VL  - 79
IS  - 3-4
SN  - 0013-7952, 0013-7952
KW  - United States
KW  - protection
KW  - Clark County Washington
KW  - rockfalls
KW  - failures
KW  - Washington
KW  - soil profiles
KW  - loading
KW  - Camas Washington
KW  - grouting
KW  - displacements
KW  - deformation
KW  - preventive measures
KW  - wire mesh
KW  - anchors
KW  - mass movements
KW  - testing
KW  - slope stability
KW  - field studies
KW  - 30:Engineering geology
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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 - 4
N1  - Document feature - illus. incl. 3 tables, sects.
N1  - Last updated - 2012-06-07
N1  - CODEN - EGGOAO
N1  - SubjectsTermNotLitGenreText - anchors; Camas Washington; Clark County Washington; deformation; displacements; failures; field studies; grouting; loading; mass movements; preventive measures; protection; rockfalls; slope stability; soil profiles; testing; United States; Washington; wire mesh
DO  - http://dx.doi.org/10.1016/j.enggeo.2005.01.008
ER  - 



TY  - JOUR
T1  - Seismic hazard analysis for critical infrastructures in California
AN  - 50279009; 2006-035821
AB  - California is in a highly seismically active region, and structures must be designed and constructed to withstand earthquakes. Seismic hazard analysis to estimate realistic earthquake ground motions and surface fault rupture offsets is done for various mitigation measures. The best policy is to avoid constructing structures crossing seismogenic faults. Because earthquake timings are unpredictable within our current understanding, the best method is time-invariant deterministic seismic hazard analysis (DHSA) to assess effects from the largest single earthquake called Maximum Credible Earthquake (MCEs) expected from seismogenic faults. Time-dependent hazard estimates such as those arrived at through probabilistic seismic hazard analysis (PSHA) are inherently unreliable. Hazard analyses based on MCEs have been in continuous use for the design and construction of highways and bridges in California for over 30 years. This paper presents an alternative to other methods of analysis, e.g., Abrahamson (2000) [Abrahamson, N.A., 2000. State of the practice of seismic hazard evaluation. Melbourne: proceedings of GeoEng, 2000].
JF  - Engineering Geology
AU  - Mualchin, Lalliana
Y1  - 2005/07//
PY  - 2005
DA  - July 2005
SP  - 177
EP  - 184
PB  - Elsevier, Amsterdam
VL  - 79
IS  - 3-4
SN  - 0013-7952, 0013-7952
KW  - United States
KW  - Quaternary
KW  - geologic hazards
KW  - Cenozoic
KW  - California
KW  - seismic zoning
KW  - rupture
KW  - mitigation
KW  - seismic risk
KW  - ground motion
KW  - buildings
KW  - aseismic design
KW  - bridges
KW  - earthquakes
KW  - construction
KW  - roads
KW  - faults
KW  - 30:Engineering geology
KW  - 19:Seismology
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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 - 30
N1  - Last updated - 2012-06-07
N1  - CODEN - EGGOAO
N1  - SubjectsTermNotLitGenreText - aseismic design; bridges; buildings; California; Cenozoic; construction; earthquakes; faults; geologic hazards; ground motion; mitigation; Quaternary; roads; rupture; seismic risk; seismic zoning; United States
DO  - http://dx.doi.org/10.1016/j.enggeo.2005.01.009
ER  - 



TY  - RPRT
T1  - US 33 NELSONVILLE BYPASS, CITY OF NELSONVILLE, HOCKING AND ATHENS COUNTIES, OHIO. [Part 1 of 1]
T2  - US 33 NELSONVILLE BYPASS, CITY OF NELSONVILLE, HOCKING AND ATHENS COUNTIES, OHIO.
AN  - 36374429; 050654F-050282_0001
AB  - PURPOSE: The improvement of a 8.54-mile section of US 33 to a four-lane controlled access expressway between Haydenville in Hocking County and New Floodwood in Athens County, Ohio is proposed. US extends from the southwest corner of Michigan to Richmond, Virginia, carrying a substantial volume of interstate traffic between cities such as South Bend and Fort Wayne, Indiana and Columbus, Ohio and Charleston, West Virginia. Hilly terrain limits the number of parallel corridors, concentrating regional travel within the US 33 corridor. Within the project study corridor US 33 suffers from fewer lanes than necessary and a portion that passes through Nelsonville, which constitutes a significant traffic bottleneck. Three alternatives, including a No-Build Alternative, are considered in this final EIS. The preferred alternative (Alternative A/C) would provide for a four-lane roadway bypassing Nelsonville. Seven local roads would be bridged. Costs of construction, rights-of-way acquisition, and mine mitigation are estimated at $111.0 million, $5.4 million, and $37.1 million, respectively. POSITIVE IMPACTS: The new facility would increase roadway capacity significantly and enhance traffic flow by bypassing Nelsonville. Through traffic would be removed from Nelsonville, enhancing community cohesion and safety. Regional traffic movements would improve significantly. NEGATIVE IMPACTS: Development of rights-of-way would displace 48 residences, three businesses, 10.5 acres of farmland, 57 acres of 100-year floodplain, 707 acres of forested land, nearly 13 acres of wetlands, and land and vegetation within the Wayne National Forest, and the alignment would impact 37,381 linear feet of jurisdictional stream channel. The preferred alternative would also cause more substantial forest habitat fragmentation. One off-road vehicle trail within the national forest would be affected. Indiana bat, a federally protected species, would be significantly impacted, and another protected species cerulean warbler would suffer moderate impacts; all other impacts to protected species would be low or nonexistent. Access to four oil and gas wells would be eliminated. Traffic-generated noise levels in the vicinity of 51 sensitive receptors would exceed federal standards. Construction workers would encounter one hazardous waste materials site during project implementation. 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 05-0100D, Volume 29, Number 1.
JF  - EPA number: 050282, 828 pages and maps, July 1, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-OH-EIS-04-01-F
KW  - Birds
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Natural Gas
KW  - Noise Standards Violations
KW  - Oil Production
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Streams
KW  - Transportation
KW  - Wells
KW  - Wetlands
KW  - Ohio
KW  - Wayne National Forest
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36374429?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-07-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=US+33+NELSONVILLE+BYPASS%2C+CITY+OF+NELSONVILLE%2C+HOCKING+AND+ATHENS+COUNTIES%2C+OHIO.&rft.title=US+33+NELSONVILLE+BYPASS%2C+CITY+OF+NELSONVILLE%2C+HOCKING+AND+ATHENS+COUNTIES%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: July 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 33 NELSONVILLE BYPASS, CITY OF NELSONVILLE, HOCKING AND ATHENS COUNTIES, OHIO.
AN  - 16349808; 11606
AB  - PURPOSE: The improvement of a 8.54-mile section of US 33 to a four-lane controlled access expressway between Haydenville in Hocking County and New Floodwood in Athens County, Ohio is proposed. US extends from the southwest corner of Michigan to Richmond, Virginia, carrying a substantial volume of interstate traffic between cities such as South Bend and Fort Wayne, Indiana and Columbus, Ohio and Charleston, West Virginia. Hilly terrain limits the number of parallel corridors, concentrating regional travel within the US 33 corridor. Within the project study corridor US 33 suffers from fewer lanes than necessary and a portion that passes through Nelsonville, which constitutes a significant traffic bottleneck. Three alternatives, including a No-Build Alternative, are considered in this final EIS. The preferred alternative (Alternative A/C) would provide for a four-lane roadway bypassing Nelsonville. Seven local roads would be bridged. Costs of construction, rights-of-way acquisition, and mine mitigation are estimated at $111.0 million, $5.4 million, and $37.1 million, respectively. POSITIVE IMPACTS: The new facility would increase roadway capacity significantly and enhance traffic flow by bypassing Nelsonville. Through traffic would be removed from Nelsonville, enhancing community cohesion and safety. Regional traffic movements would improve significantly. NEGATIVE IMPACTS: Development of rights-of-way would displace 48 residences, three businesses, 10.5 acres of farmland, 57 acres of 100-year floodplain, 707 acres of forested land, nearly 13 acres of wetlands, and land and vegetation within the Wayne National Forest, and the alignment would impact 37,381 linear feet of jurisdictional stream channel. The preferred alternative would also cause more substantial forest habitat fragmentation. One off-road vehicle trail within the national forest would be affected. Indiana bat, a federally protected species, would be significantly impacted, and another protected species cerulean warbler would suffer moderate impacts; all other impacts to protected species would be low or nonexistent. Access to four oil and gas wells would be eliminated. Traffic-generated noise levels in the vicinity of 51 sensitive receptors would exceed federal standards. Construction workers would encounter one hazardous waste materials site during project implementation. 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 05-0100D, Volume 29, Number 1.
JF  - EPA number: 050282, 828 pages and maps, July 1, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-OH-EIS-04-01-F
KW  - Birds
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Natural Gas
KW  - Noise Standards Violations
KW  - Oil Production
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Streams
KW  - Transportation
KW  - Wells
KW  - Wetlands
KW  - Ohio
KW  - Wayne National Forest
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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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: July 1, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - JOUR
T1  - Performance assessment for airport noise charge policies and airline network adjustment response
AN  - 16207099; 6468339
AB  - Noise charges have been introduced at major airports to mitigate external noise. This research investigated airline network design, by considering aircraft noise charges, and analyzing the performance of airport noise charge policies, from multiple perspectives. We formulated an airline network design model for minimizing airline operating costs, to determine optimal air routes and flight frequencies, as well as types of aircraft, in response to airport noise charges. We further assessed the performance of different noise charge policies by evaluating changes in airport operating profits and the social cost to residents surrounding the airport. An empirical example, using the Chiang Kai-Shek International Airport, illustrates how airports should determine optimal noise charge policies, from different perspectives. The results show that airlines may adjust types of aircraft, flight frequencies and flight routes, in response to hub airport noise charge policies, which may lead to changes in social costs, airport revenues, and weekly aircraft schedules. Landing fees setting may, in addition, affect the control an airport has over social costs, due to noise surcharges.
JF  - Transportation Research, Part D: Transport and Environment
AU  - Hsu, Chaug-Ing
AU  - Lin, Pei-Hui
AD  - Department of Transportation Technology and Management, National Chiao Tung University, 1001 Ta Hsueh Road, Hsinchu 30010, Taiwan, ROC, cihsu@cc.nctu.edu.tw
Y1  - 2005/07//
PY  - 2005
DA  - Jul 2005
SP  - 281
EP  - 304
VL  - 10D
IS  - 4
SN  - 1361-9209, 1361-9209
KW  - Pollution Abstracts
KW  - airlines
KW  - Economics
KW  - Aircraft noise
KW  - Airports
KW  - P 7000:NOISE
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16207099?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Apollution&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Transportation+Research%2C+Part+D%3A+Transport+and+Environment&rft.atitle=Performance+assessment+for+airport+noise+charge+policies+and+airline+network+adjustment+response&rft.au=Hsu%2C+Chaug-Ing%3BLin%2C+Pei-Hui&rft.aulast=Hsu&rft.aufirst=Chaug-Ing&rft.date=2005-07-01&rft.volume=10D&rft.issue=4&rft.spage=281&rft.isbn=&rft.btitle=&rft.title=Transportation+Research%2C+Part+D%3A+Transport+and+Environment&rft.issn=13619209&rft_id=info:doi/10.1016%2Fj.trd.2005.04.009
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Date revised - 2005-10-01
N1  - Last updated - 2015-03-24
N1  - SubjectsTermNotLitGenreText - airlines; Economics; Aircraft noise; Airports
DO  - http://dx.doi.org/10.1016/j.trd.2005.04.009
ER  - 



TY  - RPRT
T1  - ROUTE 67, MADISON, WAYNE, AND BUTLER COUNTIES, MISSOURI. [Part 1 of 1]
T2  - ROUTE 67, MADISON, WAYNE, AND BUTLER COUNTIES, MISSOURI.
AN  - 36377969; 050653F-050277_0001
AB  - PURPOSE: The improvement of an 85-mile stretch of Route 67 from a point south of Fredericktown to a point just south of Neelyville in Madison, Wayne, and Butler counties, Missouri is proposed. The highway is carrying a vehicle volume similar to that of Interstate 55, though the facilities provided by the highway do not meet freeway standards. The matrix of build alternatives considered in this draft EIS consists of the following: three at Cherokee Pass, three at the Route N intersection in Madison County, three at the Route 34 intersection at Silva, two at Widows Creek in the vicinity of the Solid Rock Baptist Church in Wayne County, two at the Route 160 intersection in Butler County, and two at Neelyville. Each build alternative incorporates a typical cross-section characterized by two travel lanes in each direction within a minimum right-of-way of 250 feet. However, due to the severity of grades and the need for service roads, the right-of-way width would in most cases be wider, in some areas as wide as 650 feet. The facility would be functionally classified as a principal arterial with an average daily traffic volume of greater than 1,700 vehicles. Design speed of the facility would be 70 miles per hour. In addition the relocation build alternatives, this final EIS considers the No Action Alternative, transportation system management, mass transit facilities, and an upgrade of existing Route 67 on the existing alignment. The alignment of the preferred build alternative would extend 70.85 miles. Access to the facility would be controlled via 17 interchanges. Cost of the project is estimated at $521.6 million. POSITIVE IMPACTS: The improved highway would accommodate projected traffic demand increases, correct existing roadway deficiencies, and improve safety within the corridor. The number of sensitive receptors within the corridor experiencing noise in excess of federal standards would decline from 131 to 73. NEGATIVE IMPACTS: Rights-of-way requirements, totaling 2,417 acres, would result in displacement of 115 residential units, 33 mobile homes, 45 commercial establishments, 395.6 acres of agricultural land, 567.8 acres of prime and unique farmland, 69.2 acres of land developed for commercial purposes, and 2.5 acres of public/semi-public land. With respect to the natural environment, rights-of-way development would displace 146.6 acres of wetlands, 1,499.9 acres of forested land, and 346.4 acres of floodplain. The alignment would cross 23 perennial streams and 58 intermittent streams. One historic site eligible for inclusion in the National Register of Historic Places and one site potentially eligible for inclusion in the register would be affected. Access to Route 67 via existing roads would be altered or eliminated at 78 locations. Construction workers could encounter as many as 15 sites containing hazardous wastes. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, 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 01-0333D, Volume 25, Number 3.
JF  - EPA number: 050277, 381 pages and maps, June 30, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-01-01-F
KW  - Bridges
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Wastes
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  - Streams
KW  - Water Quality Assessments
KW  - Wetlands
KW  - Wildlife Surveys
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  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: June 30, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 67, MADISON, WAYNE, AND BUTLER COUNTIES, MISSOURI.
AN  - 16345986; 11601
AB  - PURPOSE: The improvement of an 85-mile stretch of Route 67 from a point south of Fredericktown to a point just south of Neelyville in Madison, Wayne, and Butler counties, Missouri is proposed. The highway is carrying a vehicle volume similar to that of Interstate 55, though the facilities provided by the highway do not meet freeway standards. The matrix of build alternatives considered in this draft EIS consists of the following: three at Cherokee Pass, three at the Route N intersection in Madison County, three at the Route 34 intersection at Silva, two at Widows Creek in the vicinity of the Solid Rock Baptist Church in Wayne County, two at the Route 160 intersection in Butler County, and two at Neelyville. Each build alternative incorporates a typical cross-section characterized by two travel lanes in each direction within a minimum right-of-way of 250 feet. However, due to the severity of grades and the need for service roads, the right-of-way width would in most cases be wider, in some areas as wide as 650 feet. The facility would be functionally classified as a principal arterial with an average daily traffic volume of greater than 1,700 vehicles. Design speed of the facility would be 70 miles per hour. In addition the relocation build alternatives, this final EIS considers the No Action Alternative, transportation system management, mass transit facilities, and an upgrade of existing Route 67 on the existing alignment. The alignment of the preferred build alternative would extend 70.85 miles. Access to the facility would be controlled via 17 interchanges. Cost of the project is estimated at $521.6 million. POSITIVE IMPACTS: The improved highway would accommodate projected traffic demand increases, correct existing roadway deficiencies, and improve safety within the corridor. The number of sensitive receptors within the corridor experiencing noise in excess of federal standards would decline from 131 to 73. NEGATIVE IMPACTS: Rights-of-way requirements, totaling 2,417 acres, would result in displacement of 115 residential units, 33 mobile homes, 45 commercial establishments, 395.6 acres of agricultural land, 567.8 acres of prime and unique farmland, 69.2 acres of land developed for commercial purposes, and 2.5 acres of public/semi-public land. With respect to the natural environment, rights-of-way development would displace 146.6 acres of wetlands, 1,499.9 acres of forested land, and 346.4 acres of floodplain. The alignment would cross 23 perennial streams and 58 intermittent streams. One historic site eligible for inclusion in the National Register of Historic Places and one site potentially eligible for inclusion in the register would be affected. Access to Route 67 via existing roads would be altered or eliminated at 78 locations. Construction workers could encounter as many as 15 sites containing hazardous wastes. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, 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 01-0333D, Volume 25, Number 3.
JF  - EPA number: 050277, 381 pages and maps, June 30, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-01-01-F
KW  - Bridges
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Wastes
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  - Streams
KW  - Water Quality Assessments
KW  - Wetlands
KW  - Wildlife Surveys
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  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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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: June 30, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JANESVILLE TO WATERTOWN, STH 26, ROCK, JEFFERSON, AND DODGE COUNTIES, WISCONSIN. [Part 1 of 2]
T2  - JANESVILLE TO WATERTOWN, STH 26, ROCK, JEFFERSON, AND DODGE COUNTIES, WISCONSIN.
AN  - 36378136; 050652F-050275_0001
AB  - PURPOSE: The improvement of 48 miles of State Trunk Highway (STH) 26 from the Interstate 90 (I-90) on the north side of Janesville to STH 60 East north of Watertown in Rock, Jefferson, and Dodge counties, Wisconsin is proposed. A primary arterial, STH 26 accommodates the commodity transport of goods and services as a federal and/or state truck route and provides communities along the corridor with access to local and regional services. Traffic volumes along the study corridor are high and capacity and level of service will decrease in the future. Accident rates along a number of segments are higher than average for this class of road. The project, which lies in south-central Wisconsin, would begin on the north side of Janesville at Interstate 90 (I-90) and extend north to a point approximately nine miles north of Watertown at STH 60-East. Within the project limits, STH 26 passes through Milton, Jefferson, Johnson Creek, and Watertown and bypasses Fort Atkinson. In rural areas, STH 26 passes through Harmony, Milton, Cushioning, Jefferson, Aztalan, Farmington, Emmet, and Clyman. A No Build Alternative and eight detailed study improvement alternatives are considered in this final EIS; a preferred alternative is identified. Each of the action alternatives would upgrade the existing two-lane facility to a four-lane divided rural highway. The general concept would involve utilizing the existing highway corridor to the extent practical, with bypasses of communities where necessary to maintain a constant highway speed and to avoid excessive relations and impacts to historic sites. Freeway access control standards would be implemented along the bypass portions of the route. Expressway standards, permitting at-grade intersections and private entrances at controlled spacing, would be applied along rural segments located along the existing alignment. Construction would commence no sooner than 2008, though rights-of-way acquisition would begin earlier. Sections of STH 26 would likely be staged for improvement over a period of time as funds become available. Depending on the series of alternatives selected, estimated cost of the project ranges from $148 million to $188 million. POSITIVE IMPACTS: The project would provide a facility consistent with state planning efforts and the intended high function as a primary arterial, provide additional capacity and an adequate level of service for current and projected traffic volumes, reduce congestion and travel time along STH 26, and improve the safety of the highway by reducing traffic conflicts. NEGATIVE IMPACTS: Rights-of-way requirements would displace 1,321 to 1,658 acres, including 43 to 85 acres of wetlands, 11 to 30 acres of upland forest, 1,096 to 1,521 acres of farmland, as well as 35 to 84 residential units and nine to 14 commercial units. The project would traverse up to four streams. As many as three historic and 19 archaeological sites could be affected. Traffic-generated noise levels would exceed federal standards at 55 to 97 receptors, but even the highest figure would represent a significantly improvement over the No Action Alternative. Construction activities could encounter three hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0434D, Volume 24, Number 4.
JF  - EPA number: 050275, 387 pages and maps, June 29, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-WI-EIS-00-01-F
KW  - Archaeological Sites
KW  - Farmlands
KW  - Forests
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Streams
KW  - Wetlands
KW  - Wisconsin
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378136?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JANESVILLE+TO+WATERTOWN%2C+STH+26%2C+ROCK%2C+JEFFERSON%2C+AND+DODGE+COUNTIES%2C+WISCONSIN.&rft.title=JANESVILLE+TO+WATERTOWN%2C+STH+26%2C+ROCK%2C+JEFFERSON%2C+AND+DODGE+COUNTIES%2C+WISCONSIN.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Madison, Wisconsin; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: June 29, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JANESVILLE TO WATERTOWN, STH 26, ROCK, JEFFERSON, AND DODGE COUNTIES, WISCONSIN. [Part 2 of 2]
T2  - JANESVILLE TO WATERTOWN, STH 26, ROCK, JEFFERSON, AND DODGE COUNTIES, WISCONSIN.
AN  - 36374488; 050652F-050275_0002
AB  - PURPOSE: The improvement of 48 miles of State Trunk Highway (STH) 26 from the Interstate 90 (I-90) on the north side of Janesville to STH 60 East north of Watertown in Rock, Jefferson, and Dodge counties, Wisconsin is proposed. A primary arterial, STH 26 accommodates the commodity transport of goods and services as a federal and/or state truck route and provides communities along the corridor with access to local and regional services. Traffic volumes along the study corridor are high and capacity and level of service will decrease in the future. Accident rates along a number of segments are higher than average for this class of road. The project, which lies in south-central Wisconsin, would begin on the north side of Janesville at Interstate 90 (I-90) and extend north to a point approximately nine miles north of Watertown at STH 60-East. Within the project limits, STH 26 passes through Milton, Jefferson, Johnson Creek, and Watertown and bypasses Fort Atkinson. In rural areas, STH 26 passes through Harmony, Milton, Cushioning, Jefferson, Aztalan, Farmington, Emmet, and Clyman. A No Build Alternative and eight detailed study improvement alternatives are considered in this final EIS; a preferred alternative is identified. Each of the action alternatives would upgrade the existing two-lane facility to a four-lane divided rural highway. The general concept would involve utilizing the existing highway corridor to the extent practical, with bypasses of communities where necessary to maintain a constant highway speed and to avoid excessive relations and impacts to historic sites. Freeway access control standards would be implemented along the bypass portions of the route. Expressway standards, permitting at-grade intersections and private entrances at controlled spacing, would be applied along rural segments located along the existing alignment. Construction would commence no sooner than 2008, though rights-of-way acquisition would begin earlier. Sections of STH 26 would likely be staged for improvement over a period of time as funds become available. Depending on the series of alternatives selected, estimated cost of the project ranges from $148 million to $188 million. POSITIVE IMPACTS: The project would provide a facility consistent with state planning efforts and the intended high function as a primary arterial, provide additional capacity and an adequate level of service for current and projected traffic volumes, reduce congestion and travel time along STH 26, and improve the safety of the highway by reducing traffic conflicts. NEGATIVE IMPACTS: Rights-of-way requirements would displace 1,321 to 1,658 acres, including 43 to 85 acres of wetlands, 11 to 30 acres of upland forest, 1,096 to 1,521 acres of farmland, as well as 35 to 84 residential units and nine to 14 commercial units. The project would traverse up to four streams. As many as three historic and 19 archaeological sites could be affected. Traffic-generated noise levels would exceed federal standards at 55 to 97 receptors, but even the highest figure would represent a significantly improvement over the No Action Alternative. Construction activities could encounter three hazardous waste sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 00-0434D, Volume 24, Number 4.
JF  - EPA number: 050275, 387 pages and maps, June 29, 2005
PY  - 2005
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-WI-EIS-00-01-F
KW  - Archaeological Sites
KW  - Farmlands
KW  - Forests
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Streams
KW  - Wetlands
KW  - Wisconsin
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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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: June 29, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC.
AN  - 36439318; 11588
AB  - PURPOSE: The reconstruction of and 0.7-mile Klingle Road for vehicular and recreational uses within city rights-of-way in the District of Columbia is proposed. The project corridor extends from Porter Street, Northwest, on the east, to Cortland Place, NW, on the west. The improvement would include a crossing of Rock Creek and Rock Creek Park, which is under the administrative control of the National Park Service. The project is intended to address structural and environmental damage caused by flooding along Rock Creek and to accommodate storm water flows and implement other drainage improvements along Klingle Creek within the project corridor. Six alternatives, including a No Action Alternative (Alternative A), are considered in this draft EIS. The proposed action (Alternative C) would involve the reconstruction of Klingle Road to its original 22-foot-wide alignment, providing two travel lanes, each measuring 10 feet in width and the roadway would flanked by flanked by one-foot clearance zones to accommodate curb-and-gutter sections. Storm water management would involve provision of conduits under Klingle Road to contain existing piped flow and allow existing overland flow in Klingle Creek. Retaining walls would be provided. POSITIVE IMPACTS: The reconstruction of Klingle Road would re-link the roadway with a previously existing collector route, which extends from Beach Drive at Rock Creek Parkway to Wisconsin Avenue via Woodley Road prior to 1991. Ongoing road and environmental damage caused by storm water flows would be ameliorated. Pedestrians and recreation-oriented users would be provided access o Klingle Road with the use of motor vehicles. Visual aesthetics in the area would improve. Erosion control measures would be provided. Uncontrolled runoff would cease damaging vegetation and soils and the associated wildlife habitat and cease threatening possible archaeological resource sites. NEGATIVE IMPACTS: Parkland would be displaced, and two acres of impervious surface would remain after project completion. Traffic-generated noise levels would increase significantly along the corridor, and noise experienced by one sensitive receptor would exceed federal standards. A short segment of Rock Creek would be altered, and the project would affect 2.28 acres of the park, though this area is in poor condition and would be enhanced by the proposed action. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 050262, Draft EIS--212 pages and maps; Appendices--191 pages, June 23, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-XX-EIS-05-XX-D
KW  - Bridges
KW  - Drainage
KW  - Flood Control
KW  - National Parks
KW  - Noise Standards Violations
KW  - Parks
KW  - Roads
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Transportation Surveys
KW  - District of Columbia
KW  - Department of Transportation Act of 1966, Parks
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KLINGLE+ROAD%2C+BETWEEN+PORTER+STREET%2C+NW+AND+CORTLAND+PLACE%2C+NW%2C+WASHINGTON%2C+DC.&rft.title=KLINGLE+ROAD%2C+BETWEEN+PORTER+STREET%2C+NW+AND+CORTLAND+PLACE%2C+NW%2C+WASHINGTON%2C+DC.&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: June 23, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC. [Part 19 of 19]
T2  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC.
AN  - 36384591; 050651D-050262_0019
AB  - PURPOSE: The reconstruction of and 0.7-mile Klingle Road for vehicular and recreational uses within city rights-of-way in the District of Columbia is proposed. The project corridor extends from Porter Street, Northwest, on the east, to Cortland Place, NW, on the west. The improvement would include a crossing of Rock Creek and Rock Creek Park, which is under the administrative control of the National Park Service. The project is intended to address structural and environmental damage caused by flooding along Rock Creek and to accommodate storm water flows and implement other drainage improvements along Klingle Creek within the project corridor. Six alternatives, including a No Action Alternative (Alternative A), are considered in this draft EIS. The proposed action (Alternative C) would involve the reconstruction of Klingle Road to its original 22-foot-wide alignment, providing two travel lanes, each measuring 10 feet in width and the roadway would flanked by flanked by one-foot clearance zones to accommodate curb-and-gutter sections. Storm water management would involve provision of conduits under Klingle Road to contain existing piped flow and allow existing overland flow in Klingle Creek. Retaining walls would be provided. POSITIVE IMPACTS: The reconstruction of Klingle Road would re-link the roadway with a previously existing collector route, which extends from Beach Drive at Rock Creek Parkway to Wisconsin Avenue via Woodley Road prior to 1991. Ongoing road and environmental damage caused by storm water flows would be ameliorated. Pedestrians and recreation-oriented users would be provided access o Klingle Road with the use of motor vehicles. Visual aesthetics in the area would improve. Erosion control measures would be provided. Uncontrolled runoff would cease damaging vegetation and soils and the associated wildlife habitat and cease threatening possible archaeological resource sites. NEGATIVE IMPACTS: Parkland would be displaced, and two acres of impervious surface would remain after project completion. Traffic-generated noise levels would increase significantly along the corridor, and noise experienced by one sensitive receptor would exceed federal standards. A short segment of Rock Creek would be altered, and the project would affect 2.28 acres of the park, though this area is in poor condition and would be enhanced by the proposed action. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 050262, Draft EIS--212 pages and maps; Appendices--191 pages, June 23, 2005
PY  - 2005
VL  - 19
KW  - Roads and Railroads
KW  - Agency number: FHWA-XX-EIS-05-XX-D
KW  - Bridges
KW  - Drainage
KW  - Flood Control
KW  - National Parks
KW  - Noise Standards Violations
KW  - Parks
KW  - Roads
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Transportation Surveys
KW  - District of Columbia
KW  - Department of Transportation Act of 1966, Parks
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36384591?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 23, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC. [Part 7 of 19]
T2  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC.
AN  - 36383195; 050651D-050262_0007
AB  - PURPOSE: The reconstruction of and 0.7-mile Klingle Road for vehicular and recreational uses within city rights-of-way in the District of Columbia is proposed. The project corridor extends from Porter Street, Northwest, on the east, to Cortland Place, NW, on the west. The improvement would include a crossing of Rock Creek and Rock Creek Park, which is under the administrative control of the National Park Service. The project is intended to address structural and environmental damage caused by flooding along Rock Creek and to accommodate storm water flows and implement other drainage improvements along Klingle Creek within the project corridor. Six alternatives, including a No Action Alternative (Alternative A), are considered in this draft EIS. The proposed action (Alternative C) would involve the reconstruction of Klingle Road to its original 22-foot-wide alignment, providing two travel lanes, each measuring 10 feet in width and the roadway would flanked by flanked by one-foot clearance zones to accommodate curb-and-gutter sections. Storm water management would involve provision of conduits under Klingle Road to contain existing piped flow and allow existing overland flow in Klingle Creek. Retaining walls would be provided. POSITIVE IMPACTS: The reconstruction of Klingle Road would re-link the roadway with a previously existing collector route, which extends from Beach Drive at Rock Creek Parkway to Wisconsin Avenue via Woodley Road prior to 1991. Ongoing road and environmental damage caused by storm water flows would be ameliorated. Pedestrians and recreation-oriented users would be provided access o Klingle Road with the use of motor vehicles. Visual aesthetics in the area would improve. Erosion control measures would be provided. Uncontrolled runoff would cease damaging vegetation and soils and the associated wildlife habitat and cease threatening possible archaeological resource sites. NEGATIVE IMPACTS: Parkland would be displaced, and two acres of impervious surface would remain after project completion. Traffic-generated noise levels would increase significantly along the corridor, and noise experienced by one sensitive receptor would exceed federal standards. A short segment of Rock Creek would be altered, and the project would affect 2.28 acres of the park, though this area is in poor condition and would be enhanced by the proposed action. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 050262, Draft EIS--212 pages and maps; Appendices--191 pages, June 23, 2005
PY  - 2005
VL  - 7
KW  - Roads and Railroads
KW  - Agency number: FHWA-XX-EIS-05-XX-D
KW  - Bridges
KW  - Drainage
KW  - Flood Control
KW  - National Parks
KW  - Noise Standards Violations
KW  - Parks
KW  - Roads
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Transportation Surveys
KW  - District of Columbia
KW  - Department of Transportation Act of 1966, Parks
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36383195?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KLINGLE+ROAD%2C+BETWEEN+PORTER+STREET%2C+NW+AND+CORTLAND+PLACE%2C+NW%2C+WASHINGTON%2C+DC.&rft.title=KLINGLE+ROAD%2C+BETWEEN+PORTER+STREET%2C+NW+AND+CORTLAND+PLACE%2C+NW%2C+WASHINGTON%2C+DC.&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 23, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC. [Part 13 of 19]
T2  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC.
AN  - 36379119; 050651D-050262_0013
AB  - PURPOSE: The reconstruction of and 0.7-mile Klingle Road for vehicular and recreational uses within city rights-of-way in the District of Columbia is proposed. The project corridor extends from Porter Street, Northwest, on the east, to Cortland Place, NW, on the west. The improvement would include a crossing of Rock Creek and Rock Creek Park, which is under the administrative control of the National Park Service. The project is intended to address structural and environmental damage caused by flooding along Rock Creek and to accommodate storm water flows and implement other drainage improvements along Klingle Creek within the project corridor. Six alternatives, including a No Action Alternative (Alternative A), are considered in this draft EIS. The proposed action (Alternative C) would involve the reconstruction of Klingle Road to its original 22-foot-wide alignment, providing two travel lanes, each measuring 10 feet in width and the roadway would flanked by flanked by one-foot clearance zones to accommodate curb-and-gutter sections. Storm water management would involve provision of conduits under Klingle Road to contain existing piped flow and allow existing overland flow in Klingle Creek. Retaining walls would be provided. POSITIVE IMPACTS: The reconstruction of Klingle Road would re-link the roadway with a previously existing collector route, which extends from Beach Drive at Rock Creek Parkway to Wisconsin Avenue via Woodley Road prior to 1991. Ongoing road and environmental damage caused by storm water flows would be ameliorated. Pedestrians and recreation-oriented users would be provided access o Klingle Road with the use of motor vehicles. Visual aesthetics in the area would improve. Erosion control measures would be provided. Uncontrolled runoff would cease damaging vegetation and soils and the associated wildlife habitat and cease threatening possible archaeological resource sites. NEGATIVE IMPACTS: Parkland would be displaced, and two acres of impervious surface would remain after project completion. Traffic-generated noise levels would increase significantly along the corridor, and noise experienced by one sensitive receptor would exceed federal standards. A short segment of Rock Creek would be altered, and the project would affect 2.28 acres of the park, though this area is in poor condition and would be enhanced by the proposed action. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 050262, Draft EIS--212 pages and maps; Appendices--191 pages, June 23, 2005
PY  - 2005
VL  - 13
KW  - Roads and Railroads
KW  - Agency number: FHWA-XX-EIS-05-XX-D
KW  - Bridges
KW  - Drainage
KW  - Flood Control
KW  - National Parks
KW  - Noise Standards Violations
KW  - Parks
KW  - Roads
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Transportation Surveys
KW  - District of Columbia
KW  - Department of Transportation Act of 1966, Parks
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379119?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KLINGLE+ROAD%2C+BETWEEN+PORTER+STREET%2C+NW+AND+CORTLAND+PLACE%2C+NW%2C+WASHINGTON%2C+DC.&rft.title=KLINGLE+ROAD%2C+BETWEEN+PORTER+STREET%2C+NW+AND+CORTLAND+PLACE%2C+NW%2C+WASHINGTON%2C+DC.&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 23, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC. [Part 6 of 19]
T2  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC.
AN  - 36378706; 050651D-050262_0006
AB  - PURPOSE: The reconstruction of and 0.7-mile Klingle Road for vehicular and recreational uses within city rights-of-way in the District of Columbia is proposed. The project corridor extends from Porter Street, Northwest, on the east, to Cortland Place, NW, on the west. The improvement would include a crossing of Rock Creek and Rock Creek Park, which is under the administrative control of the National Park Service. The project is intended to address structural and environmental damage caused by flooding along Rock Creek and to accommodate storm water flows and implement other drainage improvements along Klingle Creek within the project corridor. Six alternatives, including a No Action Alternative (Alternative A), are considered in this draft EIS. The proposed action (Alternative C) would involve the reconstruction of Klingle Road to its original 22-foot-wide alignment, providing two travel lanes, each measuring 10 feet in width and the roadway would flanked by flanked by one-foot clearance zones to accommodate curb-and-gutter sections. Storm water management would involve provision of conduits under Klingle Road to contain existing piped flow and allow existing overland flow in Klingle Creek. Retaining walls would be provided. POSITIVE IMPACTS: The reconstruction of Klingle Road would re-link the roadway with a previously existing collector route, which extends from Beach Drive at Rock Creek Parkway to Wisconsin Avenue via Woodley Road prior to 1991. Ongoing road and environmental damage caused by storm water flows would be ameliorated. Pedestrians and recreation-oriented users would be provided access o Klingle Road with the use of motor vehicles. Visual aesthetics in the area would improve. Erosion control measures would be provided. Uncontrolled runoff would cease damaging vegetation and soils and the associated wildlife habitat and cease threatening possible archaeological resource sites. NEGATIVE IMPACTS: Parkland would be displaced, and two acres of impervious surface would remain after project completion. Traffic-generated noise levels would increase significantly along the corridor, and noise experienced by one sensitive receptor would exceed federal standards. A short segment of Rock Creek would be altered, and the project would affect 2.28 acres of the park, though this area is in poor condition and would be enhanced by the proposed action. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 050262, Draft EIS--212 pages and maps; Appendices--191 pages, June 23, 2005
PY  - 2005
VL  - 6
KW  - Roads and Railroads
KW  - Agency number: FHWA-XX-EIS-05-XX-D
KW  - Bridges
KW  - Drainage
KW  - Flood Control
KW  - National Parks
KW  - Noise Standards Violations
KW  - Parks
KW  - Roads
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Transportation Surveys
KW  - District of Columbia
KW  - Department of Transportation Act of 1966, Parks
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378706?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KLINGLE+ROAD%2C+BETWEEN+PORTER+STREET%2C+NW+AND+CORTLAND+PLACE%2C+NW%2C+WASHINGTON%2C+DC.&rft.title=KLINGLE+ROAD%2C+BETWEEN+PORTER+STREET%2C+NW+AND+CORTLAND+PLACE%2C+NW%2C+WASHINGTON%2C+DC.&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 23, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC. [Part 4 of 19]
T2  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC.
AN  - 36378646; 050651D-050262_0004
AB  - PURPOSE: The reconstruction of and 0.7-mile Klingle Road for vehicular and recreational uses within city rights-of-way in the District of Columbia is proposed. The project corridor extends from Porter Street, Northwest, on the east, to Cortland Place, NW, on the west. The improvement would include a crossing of Rock Creek and Rock Creek Park, which is under the administrative control of the National Park Service. The project is intended to address structural and environmental damage caused by flooding along Rock Creek and to accommodate storm water flows and implement other drainage improvements along Klingle Creek within the project corridor. Six alternatives, including a No Action Alternative (Alternative A), are considered in this draft EIS. The proposed action (Alternative C) would involve the reconstruction of Klingle Road to its original 22-foot-wide alignment, providing two travel lanes, each measuring 10 feet in width and the roadway would flanked by flanked by one-foot clearance zones to accommodate curb-and-gutter sections. Storm water management would involve provision of conduits under Klingle Road to contain existing piped flow and allow existing overland flow in Klingle Creek. Retaining walls would be provided. POSITIVE IMPACTS: The reconstruction of Klingle Road would re-link the roadway with a previously existing collector route, which extends from Beach Drive at Rock Creek Parkway to Wisconsin Avenue via Woodley Road prior to 1991. Ongoing road and environmental damage caused by storm water flows would be ameliorated. Pedestrians and recreation-oriented users would be provided access o Klingle Road with the use of motor vehicles. Visual aesthetics in the area would improve. Erosion control measures would be provided. Uncontrolled runoff would cease damaging vegetation and soils and the associated wildlife habitat and cease threatening possible archaeological resource sites. NEGATIVE IMPACTS: Parkland would be displaced, and two acres of impervious surface would remain after project completion. Traffic-generated noise levels would increase significantly along the corridor, and noise experienced by one sensitive receptor would exceed federal standards. A short segment of Rock Creek would be altered, and the project would affect 2.28 acres of the park, though this area is in poor condition and would be enhanced by the proposed action. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 050262, Draft EIS--212 pages and maps; Appendices--191 pages, June 23, 2005
PY  - 2005
VL  - 4
KW  - Roads and Railroads
KW  - Agency number: FHWA-XX-EIS-05-XX-D
KW  - Bridges
KW  - Drainage
KW  - Flood Control
KW  - National Parks
KW  - Noise Standards Violations
KW  - Parks
KW  - Roads
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Transportation Surveys
KW  - District of Columbia
KW  - Department of Transportation Act of 1966, Parks
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378646?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 23, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC. [Part 1 of 19]
T2  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC.
AN  - 36378446; 050651D-050262_0001
AB  - PURPOSE: The reconstruction of and 0.7-mile Klingle Road for vehicular and recreational uses within city rights-of-way in the District of Columbia is proposed. The project corridor extends from Porter Street, Northwest, on the east, to Cortland Place, NW, on the west. The improvement would include a crossing of Rock Creek and Rock Creek Park, which is under the administrative control of the National Park Service. The project is intended to address structural and environmental damage caused by flooding along Rock Creek and to accommodate storm water flows and implement other drainage improvements along Klingle Creek within the project corridor. Six alternatives, including a No Action Alternative (Alternative A), are considered in this draft EIS. The proposed action (Alternative C) would involve the reconstruction of Klingle Road to its original 22-foot-wide alignment, providing two travel lanes, each measuring 10 feet in width and the roadway would flanked by flanked by one-foot clearance zones to accommodate curb-and-gutter sections. Storm water management would involve provision of conduits under Klingle Road to contain existing piped flow and allow existing overland flow in Klingle Creek. Retaining walls would be provided. POSITIVE IMPACTS: The reconstruction of Klingle Road would re-link the roadway with a previously existing collector route, which extends from Beach Drive at Rock Creek Parkway to Wisconsin Avenue via Woodley Road prior to 1991. Ongoing road and environmental damage caused by storm water flows would be ameliorated. Pedestrians and recreation-oriented users would be provided access o Klingle Road with the use of motor vehicles. Visual aesthetics in the area would improve. Erosion control measures would be provided. Uncontrolled runoff would cease damaging vegetation and soils and the associated wildlife habitat and cease threatening possible archaeological resource sites. NEGATIVE IMPACTS: Parkland would be displaced, and two acres of impervious surface would remain after project completion. Traffic-generated noise levels would increase significantly along the corridor, and noise experienced by one sensitive receptor would exceed federal standards. A short segment of Rock Creek would be altered, and the project would affect 2.28 acres of the park, though this area is in poor condition and would be enhanced by the proposed action. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 050262, Draft EIS--212 pages and maps; Appendices--191 pages, June 23, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-XX-EIS-05-XX-D
KW  - Bridges
KW  - Drainage
KW  - Flood Control
KW  - National Parks
KW  - Noise Standards Violations
KW  - Parks
KW  - Roads
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Transportation Surveys
KW  - District of Columbia
KW  - Department of Transportation Act of 1966, Parks
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378446?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KLINGLE+ROAD%2C+BETWEEN+PORTER+STREET%2C+NW+AND+CORTLAND+PLACE%2C+NW%2C+WASHINGTON%2C+DC.&rft.title=KLINGLE+ROAD%2C+BETWEEN+PORTER+STREET%2C+NW+AND+CORTLAND+PLACE%2C+NW%2C+WASHINGTON%2C+DC.&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 23, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC. [Part 15 of 19]
T2  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC.
AN  - 36378066; 050651D-050262_0015
AB  - PURPOSE: The reconstruction of and 0.7-mile Klingle Road for vehicular and recreational uses within city rights-of-way in the District of Columbia is proposed. The project corridor extends from Porter Street, Northwest, on the east, to Cortland Place, NW, on the west. The improvement would include a crossing of Rock Creek and Rock Creek Park, which is under the administrative control of the National Park Service. The project is intended to address structural and environmental damage caused by flooding along Rock Creek and to accommodate storm water flows and implement other drainage improvements along Klingle Creek within the project corridor. Six alternatives, including a No Action Alternative (Alternative A), are considered in this draft EIS. The proposed action (Alternative C) would involve the reconstruction of Klingle Road to its original 22-foot-wide alignment, providing two travel lanes, each measuring 10 feet in width and the roadway would flanked by flanked by one-foot clearance zones to accommodate curb-and-gutter sections. Storm water management would involve provision of conduits under Klingle Road to contain existing piped flow and allow existing overland flow in Klingle Creek. Retaining walls would be provided. POSITIVE IMPACTS: The reconstruction of Klingle Road would re-link the roadway with a previously existing collector route, which extends from Beach Drive at Rock Creek Parkway to Wisconsin Avenue via Woodley Road prior to 1991. Ongoing road and environmental damage caused by storm water flows would be ameliorated. Pedestrians and recreation-oriented users would be provided access o Klingle Road with the use of motor vehicles. Visual aesthetics in the area would improve. Erosion control measures would be provided. Uncontrolled runoff would cease damaging vegetation and soils and the associated wildlife habitat and cease threatening possible archaeological resource sites. NEGATIVE IMPACTS: Parkland would be displaced, and two acres of impervious surface would remain after project completion. Traffic-generated noise levels would increase significantly along the corridor, and noise experienced by one sensitive receptor would exceed federal standards. A short segment of Rock Creek would be altered, and the project would affect 2.28 acres of the park, though this area is in poor condition and would be enhanced by the proposed action. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 050262, Draft EIS--212 pages and maps; Appendices--191 pages, June 23, 2005
PY  - 2005
VL  - 15
KW  - Roads and Railroads
KW  - Agency number: FHWA-XX-EIS-05-XX-D
KW  - Bridges
KW  - Drainage
KW  - Flood Control
KW  - National Parks
KW  - Noise Standards Violations
KW  - Parks
KW  - Roads
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Transportation Surveys
KW  - District of Columbia
KW  - Department of Transportation Act of 1966, Parks
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 23, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC. [Part 16 of 19]
T2  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC.
AN  - 36375404; 050651D-050262_0016
AB  - PURPOSE: The reconstruction of and 0.7-mile Klingle Road for vehicular and recreational uses within city rights-of-way in the District of Columbia is proposed. The project corridor extends from Porter Street, Northwest, on the east, to Cortland Place, NW, on the west. The improvement would include a crossing of Rock Creek and Rock Creek Park, which is under the administrative control of the National Park Service. The project is intended to address structural and environmental damage caused by flooding along Rock Creek and to accommodate storm water flows and implement other drainage improvements along Klingle Creek within the project corridor. Six alternatives, including a No Action Alternative (Alternative A), are considered in this draft EIS. The proposed action (Alternative C) would involve the reconstruction of Klingle Road to its original 22-foot-wide alignment, providing two travel lanes, each measuring 10 feet in width and the roadway would flanked by flanked by one-foot clearance zones to accommodate curb-and-gutter sections. Storm water management would involve provision of conduits under Klingle Road to contain existing piped flow and allow existing overland flow in Klingle Creek. Retaining walls would be provided. POSITIVE IMPACTS: The reconstruction of Klingle Road would re-link the roadway with a previously existing collector route, which extends from Beach Drive at Rock Creek Parkway to Wisconsin Avenue via Woodley Road prior to 1991. Ongoing road and environmental damage caused by storm water flows would be ameliorated. Pedestrians and recreation-oriented users would be provided access o Klingle Road with the use of motor vehicles. Visual aesthetics in the area would improve. Erosion control measures would be provided. Uncontrolled runoff would cease damaging vegetation and soils and the associated wildlife habitat and cease threatening possible archaeological resource sites. NEGATIVE IMPACTS: Parkland would be displaced, and two acres of impervious surface would remain after project completion. Traffic-generated noise levels would increase significantly along the corridor, and noise experienced by one sensitive receptor would exceed federal standards. A short segment of Rock Creek would be altered, and the project would affect 2.28 acres of the park, though this area is in poor condition and would be enhanced by the proposed action. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 050262, Draft EIS--212 pages and maps; Appendices--191 pages, June 23, 2005
PY  - 2005
VL  - 16
KW  - Roads and Railroads
KW  - Agency number: FHWA-XX-EIS-05-XX-D
KW  - Bridges
KW  - Drainage
KW  - Flood Control
KW  - National Parks
KW  - Noise Standards Violations
KW  - Parks
KW  - Roads
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Transportation Surveys
KW  - District of Columbia
KW  - Department of Transportation Act of 1966, Parks
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36375404?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 23, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC. [Part 12 of 19]
T2  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC.
AN  - 36375337; 050651D-050262_0012
AB  - PURPOSE: The reconstruction of and 0.7-mile Klingle Road for vehicular and recreational uses within city rights-of-way in the District of Columbia is proposed. The project corridor extends from Porter Street, Northwest, on the east, to Cortland Place, NW, on the west. The improvement would include a crossing of Rock Creek and Rock Creek Park, which is under the administrative control of the National Park Service. The project is intended to address structural and environmental damage caused by flooding along Rock Creek and to accommodate storm water flows and implement other drainage improvements along Klingle Creek within the project corridor. Six alternatives, including a No Action Alternative (Alternative A), are considered in this draft EIS. The proposed action (Alternative C) would involve the reconstruction of Klingle Road to its original 22-foot-wide alignment, providing two travel lanes, each measuring 10 feet in width and the roadway would flanked by flanked by one-foot clearance zones to accommodate curb-and-gutter sections. Storm water management would involve provision of conduits under Klingle Road to contain existing piped flow and allow existing overland flow in Klingle Creek. Retaining walls would be provided. POSITIVE IMPACTS: The reconstruction of Klingle Road would re-link the roadway with a previously existing collector route, which extends from Beach Drive at Rock Creek Parkway to Wisconsin Avenue via Woodley Road prior to 1991. Ongoing road and environmental damage caused by storm water flows would be ameliorated. Pedestrians and recreation-oriented users would be provided access o Klingle Road with the use of motor vehicles. Visual aesthetics in the area would improve. Erosion control measures would be provided. Uncontrolled runoff would cease damaging vegetation and soils and the associated wildlife habitat and cease threatening possible archaeological resource sites. NEGATIVE IMPACTS: Parkland would be displaced, and two acres of impervious surface would remain after project completion. Traffic-generated noise levels would increase significantly along the corridor, and noise experienced by one sensitive receptor would exceed federal standards. A short segment of Rock Creek would be altered, and the project would affect 2.28 acres of the park, though this area is in poor condition and would be enhanced by the proposed action. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 050262, Draft EIS--212 pages and maps; Appendices--191 pages, June 23, 2005
PY  - 2005
VL  - 12
KW  - Roads and Railroads
KW  - Agency number: FHWA-XX-EIS-05-XX-D
KW  - Bridges
KW  - Drainage
KW  - Flood Control
KW  - National Parks
KW  - Noise Standards Violations
KW  - Parks
KW  - Roads
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Transportation Surveys
KW  - District of Columbia
KW  - Department of Transportation Act of 1966, Parks
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36375337?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KLINGLE+ROAD%2C+BETWEEN+PORTER+STREET%2C+NW+AND+CORTLAND+PLACE%2C+NW%2C+WASHINGTON%2C+DC.&rft.title=KLINGLE+ROAD%2C+BETWEEN+PORTER+STREET%2C+NW+AND+CORTLAND+PLACE%2C+NW%2C+WASHINGTON%2C+DC.&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 23, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC. [Part 10 of 19]
T2  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC.
AN  - 36375187; 050651D-050262_0010
AB  - PURPOSE: The reconstruction of and 0.7-mile Klingle Road for vehicular and recreational uses within city rights-of-way in the District of Columbia is proposed. The project corridor extends from Porter Street, Northwest, on the east, to Cortland Place, NW, on the west. The improvement would include a crossing of Rock Creek and Rock Creek Park, which is under the administrative control of the National Park Service. The project is intended to address structural and environmental damage caused by flooding along Rock Creek and to accommodate storm water flows and implement other drainage improvements along Klingle Creek within the project corridor. Six alternatives, including a No Action Alternative (Alternative A), are considered in this draft EIS. The proposed action (Alternative C) would involve the reconstruction of Klingle Road to its original 22-foot-wide alignment, providing two travel lanes, each measuring 10 feet in width and the roadway would flanked by flanked by one-foot clearance zones to accommodate curb-and-gutter sections. Storm water management would involve provision of conduits under Klingle Road to contain existing piped flow and allow existing overland flow in Klingle Creek. Retaining walls would be provided. POSITIVE IMPACTS: The reconstruction of Klingle Road would re-link the roadway with a previously existing collector route, which extends from Beach Drive at Rock Creek Parkway to Wisconsin Avenue via Woodley Road prior to 1991. Ongoing road and environmental damage caused by storm water flows would be ameliorated. Pedestrians and recreation-oriented users would be provided access o Klingle Road with the use of motor vehicles. Visual aesthetics in the area would improve. Erosion control measures would be provided. Uncontrolled runoff would cease damaging vegetation and soils and the associated wildlife habitat and cease threatening possible archaeological resource sites. NEGATIVE IMPACTS: Parkland would be displaced, and two acres of impervious surface would remain after project completion. Traffic-generated noise levels would increase significantly along the corridor, and noise experienced by one sensitive receptor would exceed federal standards. A short segment of Rock Creek would be altered, and the project would affect 2.28 acres of the park, though this area is in poor condition and would be enhanced by the proposed action. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 050262, Draft EIS--212 pages and maps; Appendices--191 pages, June 23, 2005
PY  - 2005
VL  - 10
KW  - Roads and Railroads
KW  - Agency number: FHWA-XX-EIS-05-XX-D
KW  - Bridges
KW  - Drainage
KW  - Flood Control
KW  - National Parks
KW  - Noise Standards Violations
KW  - Parks
KW  - Roads
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Transportation Surveys
KW  - District of Columbia
KW  - Department of Transportation Act of 1966, Parks
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36375187?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KLINGLE+ROAD%2C+BETWEEN+PORTER+STREET%2C+NW+AND+CORTLAND+PLACE%2C+NW%2C+WASHINGTON%2C+DC.&rft.title=KLINGLE+ROAD%2C+BETWEEN+PORTER+STREET%2C+NW+AND+CORTLAND+PLACE%2C+NW%2C+WASHINGTON%2C+DC.&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 23, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC. [Part 5 of 19]
T2  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC.
AN  - 36375126; 050651D-050262_0005
AB  - PURPOSE: The reconstruction of and 0.7-mile Klingle Road for vehicular and recreational uses within city rights-of-way in the District of Columbia is proposed. The project corridor extends from Porter Street, Northwest, on the east, to Cortland Place, NW, on the west. The improvement would include a crossing of Rock Creek and Rock Creek Park, which is under the administrative control of the National Park Service. The project is intended to address structural and environmental damage caused by flooding along Rock Creek and to accommodate storm water flows and implement other drainage improvements along Klingle Creek within the project corridor. Six alternatives, including a No Action Alternative (Alternative A), are considered in this draft EIS. The proposed action (Alternative C) would involve the reconstruction of Klingle Road to its original 22-foot-wide alignment, providing two travel lanes, each measuring 10 feet in width and the roadway would flanked by flanked by one-foot clearance zones to accommodate curb-and-gutter sections. Storm water management would involve provision of conduits under Klingle Road to contain existing piped flow and allow existing overland flow in Klingle Creek. Retaining walls would be provided. POSITIVE IMPACTS: The reconstruction of Klingle Road would re-link the roadway with a previously existing collector route, which extends from Beach Drive at Rock Creek Parkway to Wisconsin Avenue via Woodley Road prior to 1991. Ongoing road and environmental damage caused by storm water flows would be ameliorated. Pedestrians and recreation-oriented users would be provided access o Klingle Road with the use of motor vehicles. Visual aesthetics in the area would improve. Erosion control measures would be provided. Uncontrolled runoff would cease damaging vegetation and soils and the associated wildlife habitat and cease threatening possible archaeological resource sites. NEGATIVE IMPACTS: Parkland would be displaced, and two acres of impervious surface would remain after project completion. Traffic-generated noise levels would increase significantly along the corridor, and noise experienced by one sensitive receptor would exceed federal standards. A short segment of Rock Creek would be altered, and the project would affect 2.28 acres of the park, though this area is in poor condition and would be enhanced by the proposed action. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 050262, Draft EIS--212 pages and maps; Appendices--191 pages, June 23, 2005
PY  - 2005
VL  - 5
KW  - Roads and Railroads
KW  - Agency number: FHWA-XX-EIS-05-XX-D
KW  - Bridges
KW  - Drainage
KW  - Flood Control
KW  - National Parks
KW  - Noise Standards Violations
KW  - Parks
KW  - Roads
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Transportation Surveys
KW  - District of Columbia
KW  - Department of Transportation Act of 1966, Parks
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36375126?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KLINGLE+ROAD%2C+BETWEEN+PORTER+STREET%2C+NW+AND+CORTLAND+PLACE%2C+NW%2C+WASHINGTON%2C+DC.&rft.title=KLINGLE+ROAD%2C+BETWEEN+PORTER+STREET%2C+NW+AND+CORTLAND+PLACE%2C+NW%2C+WASHINGTON%2C+DC.&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 23, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC. [Part 8 of 19]
T2  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC.
AN  - 36375022; 050651D-050262_0008
AB  - PURPOSE: The reconstruction of and 0.7-mile Klingle Road for vehicular and recreational uses within city rights-of-way in the District of Columbia is proposed. The project corridor extends from Porter Street, Northwest, on the east, to Cortland Place, NW, on the west. The improvement would include a crossing of Rock Creek and Rock Creek Park, which is under the administrative control of the National Park Service. The project is intended to address structural and environmental damage caused by flooding along Rock Creek and to accommodate storm water flows and implement other drainage improvements along Klingle Creek within the project corridor. Six alternatives, including a No Action Alternative (Alternative A), are considered in this draft EIS. The proposed action (Alternative C) would involve the reconstruction of Klingle Road to its original 22-foot-wide alignment, providing two travel lanes, each measuring 10 feet in width and the roadway would flanked by flanked by one-foot clearance zones to accommodate curb-and-gutter sections. Storm water management would involve provision of conduits under Klingle Road to contain existing piped flow and allow existing overland flow in Klingle Creek. Retaining walls would be provided. POSITIVE IMPACTS: The reconstruction of Klingle Road would re-link the roadway with a previously existing collector route, which extends from Beach Drive at Rock Creek Parkway to Wisconsin Avenue via Woodley Road prior to 1991. Ongoing road and environmental damage caused by storm water flows would be ameliorated. Pedestrians and recreation-oriented users would be provided access o Klingle Road with the use of motor vehicles. Visual aesthetics in the area would improve. Erosion control measures would be provided. Uncontrolled runoff would cease damaging vegetation and soils and the associated wildlife habitat and cease threatening possible archaeological resource sites. NEGATIVE IMPACTS: Parkland would be displaced, and two acres of impervious surface would remain after project completion. Traffic-generated noise levels would increase significantly along the corridor, and noise experienced by one sensitive receptor would exceed federal standards. A short segment of Rock Creek would be altered, and the project would affect 2.28 acres of the park, though this area is in poor condition and would be enhanced by the proposed action. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 050262, Draft EIS--212 pages and maps; Appendices--191 pages, June 23, 2005
PY  - 2005
VL  - 8
KW  - Roads and Railroads
KW  - Agency number: FHWA-XX-EIS-05-XX-D
KW  - Bridges
KW  - Drainage
KW  - Flood Control
KW  - National Parks
KW  - Noise Standards Violations
KW  - Parks
KW  - Roads
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Transportation Surveys
KW  - District of Columbia
KW  - Department of Transportation Act of 1966, Parks
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36375022?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KLINGLE+ROAD%2C+BETWEEN+PORTER+STREET%2C+NW+AND+CORTLAND+PLACE%2C+NW%2C+WASHINGTON%2C+DC.&rft.title=KLINGLE+ROAD%2C+BETWEEN+PORTER+STREET%2C+NW+AND+CORTLAND+PLACE%2C+NW%2C+WASHINGTON%2C+DC.&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 23, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC. [Part 17 of 19]
T2  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC.
AN  - 36374602; 050651D-050262_0017
AB  - PURPOSE: The reconstruction of and 0.7-mile Klingle Road for vehicular and recreational uses within city rights-of-way in the District of Columbia is proposed. The project corridor extends from Porter Street, Northwest, on the east, to Cortland Place, NW, on the west. The improvement would include a crossing of Rock Creek and Rock Creek Park, which is under the administrative control of the National Park Service. The project is intended to address structural and environmental damage caused by flooding along Rock Creek and to accommodate storm water flows and implement other drainage improvements along Klingle Creek within the project corridor. Six alternatives, including a No Action Alternative (Alternative A), are considered in this draft EIS. The proposed action (Alternative C) would involve the reconstruction of Klingle Road to its original 22-foot-wide alignment, providing two travel lanes, each measuring 10 feet in width and the roadway would flanked by flanked by one-foot clearance zones to accommodate curb-and-gutter sections. Storm water management would involve provision of conduits under Klingle Road to contain existing piped flow and allow existing overland flow in Klingle Creek. Retaining walls would be provided. POSITIVE IMPACTS: The reconstruction of Klingle Road would re-link the roadway with a previously existing collector route, which extends from Beach Drive at Rock Creek Parkway to Wisconsin Avenue via Woodley Road prior to 1991. Ongoing road and environmental damage caused by storm water flows would be ameliorated. Pedestrians and recreation-oriented users would be provided access o Klingle Road with the use of motor vehicles. Visual aesthetics in the area would improve. Erosion control measures would be provided. Uncontrolled runoff would cease damaging vegetation and soils and the associated wildlife habitat and cease threatening possible archaeological resource sites. NEGATIVE IMPACTS: Parkland would be displaced, and two acres of impervious surface would remain after project completion. Traffic-generated noise levels would increase significantly along the corridor, and noise experienced by one sensitive receptor would exceed federal standards. A short segment of Rock Creek would be altered, and the project would affect 2.28 acres of the park, though this area is in poor condition and would be enhanced by the proposed action. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 050262, Draft EIS--212 pages and maps; Appendices--191 pages, June 23, 2005
PY  - 2005
VL  - 17
KW  - Roads and Railroads
KW  - Agency number: FHWA-XX-EIS-05-XX-D
KW  - Bridges
KW  - Drainage
KW  - Flood Control
KW  - National Parks
KW  - Noise Standards Violations
KW  - Parks
KW  - Roads
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Transportation Surveys
KW  - District of Columbia
KW  - Department of Transportation Act of 1966, Parks
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36374602?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KLINGLE+ROAD%2C+BETWEEN+PORTER+STREET%2C+NW+AND+CORTLAND+PLACE%2C+NW%2C+WASHINGTON%2C+DC.&rft.title=KLINGLE+ROAD%2C+BETWEEN+PORTER+STREET%2C+NW+AND+CORTLAND+PLACE%2C+NW%2C+WASHINGTON%2C+DC.&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 23, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC. [Part 11 of 19]
T2  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC.
AN  - 36374438; 050651D-050262_0011
AB  - PURPOSE: The reconstruction of and 0.7-mile Klingle Road for vehicular and recreational uses within city rights-of-way in the District of Columbia is proposed. The project corridor extends from Porter Street, Northwest, on the east, to Cortland Place, NW, on the west. The improvement would include a crossing of Rock Creek and Rock Creek Park, which is under the administrative control of the National Park Service. The project is intended to address structural and environmental damage caused by flooding along Rock Creek and to accommodate storm water flows and implement other drainage improvements along Klingle Creek within the project corridor. Six alternatives, including a No Action Alternative (Alternative A), are considered in this draft EIS. The proposed action (Alternative C) would involve the reconstruction of Klingle Road to its original 22-foot-wide alignment, providing two travel lanes, each measuring 10 feet in width and the roadway would flanked by flanked by one-foot clearance zones to accommodate curb-and-gutter sections. Storm water management would involve provision of conduits under Klingle Road to contain existing piped flow and allow existing overland flow in Klingle Creek. Retaining walls would be provided. POSITIVE IMPACTS: The reconstruction of Klingle Road would re-link the roadway with a previously existing collector route, which extends from Beach Drive at Rock Creek Parkway to Wisconsin Avenue via Woodley Road prior to 1991. Ongoing road and environmental damage caused by storm water flows would be ameliorated. Pedestrians and recreation-oriented users would be provided access o Klingle Road with the use of motor vehicles. Visual aesthetics in the area would improve. Erosion control measures would be provided. Uncontrolled runoff would cease damaging vegetation and soils and the associated wildlife habitat and cease threatening possible archaeological resource sites. NEGATIVE IMPACTS: Parkland would be displaced, and two acres of impervious surface would remain after project completion. Traffic-generated noise levels would increase significantly along the corridor, and noise experienced by one sensitive receptor would exceed federal standards. A short segment of Rock Creek would be altered, and the project would affect 2.28 acres of the park, though this area is in poor condition and would be enhanced by the proposed action. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 050262, Draft EIS--212 pages and maps; Appendices--191 pages, June 23, 2005
PY  - 2005
VL  - 11
KW  - Roads and Railroads
KW  - Agency number: FHWA-XX-EIS-05-XX-D
KW  - Bridges
KW  - Drainage
KW  - Flood Control
KW  - National Parks
KW  - Noise Standards Violations
KW  - Parks
KW  - Roads
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Transportation Surveys
KW  - District of Columbia
KW  - Department of Transportation Act of 1966, Parks
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36374438?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 23, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC. [Part 2 of 19]
T2  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC.
AN  - 36373915; 050651D-050262_0002
AB  - PURPOSE: The reconstruction of and 0.7-mile Klingle Road for vehicular and recreational uses within city rights-of-way in the District of Columbia is proposed. The project corridor extends from Porter Street, Northwest, on the east, to Cortland Place, NW, on the west. The improvement would include a crossing of Rock Creek and Rock Creek Park, which is under the administrative control of the National Park Service. The project is intended to address structural and environmental damage caused by flooding along Rock Creek and to accommodate storm water flows and implement other drainage improvements along Klingle Creek within the project corridor. Six alternatives, including a No Action Alternative (Alternative A), are considered in this draft EIS. The proposed action (Alternative C) would involve the reconstruction of Klingle Road to its original 22-foot-wide alignment, providing two travel lanes, each measuring 10 feet in width and the roadway would flanked by flanked by one-foot clearance zones to accommodate curb-and-gutter sections. Storm water management would involve provision of conduits under Klingle Road to contain existing piped flow and allow existing overland flow in Klingle Creek. Retaining walls would be provided. POSITIVE IMPACTS: The reconstruction of Klingle Road would re-link the roadway with a previously existing collector route, which extends from Beach Drive at Rock Creek Parkway to Wisconsin Avenue via Woodley Road prior to 1991. Ongoing road and environmental damage caused by storm water flows would be ameliorated. Pedestrians and recreation-oriented users would be provided access o Klingle Road with the use of motor vehicles. Visual aesthetics in the area would improve. Erosion control measures would be provided. Uncontrolled runoff would cease damaging vegetation and soils and the associated wildlife habitat and cease threatening possible archaeological resource sites. NEGATIVE IMPACTS: Parkland would be displaced, and two acres of impervious surface would remain after project completion. Traffic-generated noise levels would increase significantly along the corridor, and noise experienced by one sensitive receptor would exceed federal standards. A short segment of Rock Creek would be altered, and the project would affect 2.28 acres of the park, though this area is in poor condition and would be enhanced by the proposed action. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 050262, Draft EIS--212 pages and maps; Appendices--191 pages, June 23, 2005
PY  - 2005
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-XX-EIS-05-XX-D
KW  - Bridges
KW  - Drainage
KW  - Flood Control
KW  - National Parks
KW  - Noise Standards Violations
KW  - Parks
KW  - Roads
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Transportation Surveys
KW  - District of Columbia
KW  - Department of Transportation Act of 1966, Parks
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373915?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KLINGLE+ROAD%2C+BETWEEN+PORTER+STREET%2C+NW+AND+CORTLAND+PLACE%2C+NW%2C+WASHINGTON%2C+DC.&rft.title=KLINGLE+ROAD%2C+BETWEEN+PORTER+STREET%2C+NW+AND+CORTLAND+PLACE%2C+NW%2C+WASHINGTON%2C+DC.&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 23, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC. [Part 18 of 19]
T2  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC.
AN  - 36373248; 050651D-050262_0018
AB  - PURPOSE: The reconstruction of and 0.7-mile Klingle Road for vehicular and recreational uses within city rights-of-way in the District of Columbia is proposed. The project corridor extends from Porter Street, Northwest, on the east, to Cortland Place, NW, on the west. The improvement would include a crossing of Rock Creek and Rock Creek Park, which is under the administrative control of the National Park Service. The project is intended to address structural and environmental damage caused by flooding along Rock Creek and to accommodate storm water flows and implement other drainage improvements along Klingle Creek within the project corridor. Six alternatives, including a No Action Alternative (Alternative A), are considered in this draft EIS. The proposed action (Alternative C) would involve the reconstruction of Klingle Road to its original 22-foot-wide alignment, providing two travel lanes, each measuring 10 feet in width and the roadway would flanked by flanked by one-foot clearance zones to accommodate curb-and-gutter sections. Storm water management would involve provision of conduits under Klingle Road to contain existing piped flow and allow existing overland flow in Klingle Creek. Retaining walls would be provided. POSITIVE IMPACTS: The reconstruction of Klingle Road would re-link the roadway with a previously existing collector route, which extends from Beach Drive at Rock Creek Parkway to Wisconsin Avenue via Woodley Road prior to 1991. Ongoing road and environmental damage caused by storm water flows would be ameliorated. Pedestrians and recreation-oriented users would be provided access o Klingle Road with the use of motor vehicles. Visual aesthetics in the area would improve. Erosion control measures would be provided. Uncontrolled runoff would cease damaging vegetation and soils and the associated wildlife habitat and cease threatening possible archaeological resource sites. NEGATIVE IMPACTS: Parkland would be displaced, and two acres of impervious surface would remain after project completion. Traffic-generated noise levels would increase significantly along the corridor, and noise experienced by one sensitive receptor would exceed federal standards. A short segment of Rock Creek would be altered, and the project would affect 2.28 acres of the park, though this area is in poor condition and would be enhanced by the proposed action. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 050262, Draft EIS--212 pages and maps; Appendices--191 pages, June 23, 2005
PY  - 2005
VL  - 18
KW  - Roads and Railroads
KW  - Agency number: FHWA-XX-EIS-05-XX-D
KW  - Bridges
KW  - Drainage
KW  - Flood Control
KW  - National Parks
KW  - Noise Standards Violations
KW  - Parks
KW  - Roads
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Transportation Surveys
KW  - District of Columbia
KW  - Department of Transportation Act of 1966, Parks
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373248?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KLINGLE+ROAD%2C+BETWEEN+PORTER+STREET%2C+NW+AND+CORTLAND+PLACE%2C+NW%2C+WASHINGTON%2C+DC.&rft.title=KLINGLE+ROAD%2C+BETWEEN+PORTER+STREET%2C+NW+AND+CORTLAND+PLACE%2C+NW%2C+WASHINGTON%2C+DC.&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 23, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC. [Part 14 of 19]
T2  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC.
AN  - 36373223; 050651D-050262_0014
AB  - PURPOSE: The reconstruction of and 0.7-mile Klingle Road for vehicular and recreational uses within city rights-of-way in the District of Columbia is proposed. The project corridor extends from Porter Street, Northwest, on the east, to Cortland Place, NW, on the west. The improvement would include a crossing of Rock Creek and Rock Creek Park, which is under the administrative control of the National Park Service. The project is intended to address structural and environmental damage caused by flooding along Rock Creek and to accommodate storm water flows and implement other drainage improvements along Klingle Creek within the project corridor. Six alternatives, including a No Action Alternative (Alternative A), are considered in this draft EIS. The proposed action (Alternative C) would involve the reconstruction of Klingle Road to its original 22-foot-wide alignment, providing two travel lanes, each measuring 10 feet in width and the roadway would flanked by flanked by one-foot clearance zones to accommodate curb-and-gutter sections. Storm water management would involve provision of conduits under Klingle Road to contain existing piped flow and allow existing overland flow in Klingle Creek. Retaining walls would be provided. POSITIVE IMPACTS: The reconstruction of Klingle Road would re-link the roadway with a previously existing collector route, which extends from Beach Drive at Rock Creek Parkway to Wisconsin Avenue via Woodley Road prior to 1991. Ongoing road and environmental damage caused by storm water flows would be ameliorated. Pedestrians and recreation-oriented users would be provided access o Klingle Road with the use of motor vehicles. Visual aesthetics in the area would improve. Erosion control measures would be provided. Uncontrolled runoff would cease damaging vegetation and soils and the associated wildlife habitat and cease threatening possible archaeological resource sites. NEGATIVE IMPACTS: Parkland would be displaced, and two acres of impervious surface would remain after project completion. Traffic-generated noise levels would increase significantly along the corridor, and noise experienced by one sensitive receptor would exceed federal standards. A short segment of Rock Creek would be altered, and the project would affect 2.28 acres of the park, though this area is in poor condition and would be enhanced by the proposed action. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 050262, Draft EIS--212 pages and maps; Appendices--191 pages, June 23, 2005
PY  - 2005
VL  - 14
KW  - Roads and Railroads
KW  - Agency number: FHWA-XX-EIS-05-XX-D
KW  - Bridges
KW  - Drainage
KW  - Flood Control
KW  - National Parks
KW  - Noise Standards Violations
KW  - Parks
KW  - Roads
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Transportation Surveys
KW  - District of Columbia
KW  - Department of Transportation Act of 1966, Parks
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373223?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 23, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC. [Part 9 of 19]
T2  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC.
AN  - 36372703; 050651D-050262_0009
AB  - PURPOSE: The reconstruction of and 0.7-mile Klingle Road for vehicular and recreational uses within city rights-of-way in the District of Columbia is proposed. The project corridor extends from Porter Street, Northwest, on the east, to Cortland Place, NW, on the west. The improvement would include a crossing of Rock Creek and Rock Creek Park, which is under the administrative control of the National Park Service. The project is intended to address structural and environmental damage caused by flooding along Rock Creek and to accommodate storm water flows and implement other drainage improvements along Klingle Creek within the project corridor. Six alternatives, including a No Action Alternative (Alternative A), are considered in this draft EIS. The proposed action (Alternative C) would involve the reconstruction of Klingle Road to its original 22-foot-wide alignment, providing two travel lanes, each measuring 10 feet in width and the roadway would flanked by flanked by one-foot clearance zones to accommodate curb-and-gutter sections. Storm water management would involve provision of conduits under Klingle Road to contain existing piped flow and allow existing overland flow in Klingle Creek. Retaining walls would be provided. POSITIVE IMPACTS: The reconstruction of Klingle Road would re-link the roadway with a previously existing collector route, which extends from Beach Drive at Rock Creek Parkway to Wisconsin Avenue via Woodley Road prior to 1991. Ongoing road and environmental damage caused by storm water flows would be ameliorated. Pedestrians and recreation-oriented users would be provided access o Klingle Road with the use of motor vehicles. Visual aesthetics in the area would improve. Erosion control measures would be provided. Uncontrolled runoff would cease damaging vegetation and soils and the associated wildlife habitat and cease threatening possible archaeological resource sites. NEGATIVE IMPACTS: Parkland would be displaced, and two acres of impervious surface would remain after project completion. Traffic-generated noise levels would increase significantly along the corridor, and noise experienced by one sensitive receptor would exceed federal standards. A short segment of Rock Creek would be altered, and the project would affect 2.28 acres of the park, though this area is in poor condition and would be enhanced by the proposed action. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 050262, Draft EIS--212 pages and maps; Appendices--191 pages, June 23, 2005
PY  - 2005
VL  - 9
KW  - Roads and Railroads
KW  - Agency number: FHWA-XX-EIS-05-XX-D
KW  - Bridges
KW  - Drainage
KW  - Flood Control
KW  - National Parks
KW  - Noise Standards Violations
KW  - Parks
KW  - Roads
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Transportation Surveys
KW  - District of Columbia
KW  - Department of Transportation Act of 1966, Parks
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372703?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 23, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC. [Part 3 of 19]
T2  - KLINGLE ROAD, BETWEEN PORTER STREET, NW AND CORTLAND PLACE, NW, WASHINGTON, DC.
AN  - 36371961; 050651D-050262_0003
AB  - PURPOSE: The reconstruction of and 0.7-mile Klingle Road for vehicular and recreational uses within city rights-of-way in the District of Columbia is proposed. The project corridor extends from Porter Street, Northwest, on the east, to Cortland Place, NW, on the west. The improvement would include a crossing of Rock Creek and Rock Creek Park, which is under the administrative control of the National Park Service. The project is intended to address structural and environmental damage caused by flooding along Rock Creek and to accommodate storm water flows and implement other drainage improvements along Klingle Creek within the project corridor. Six alternatives, including a No Action Alternative (Alternative A), are considered in this draft EIS. The proposed action (Alternative C) would involve the reconstruction of Klingle Road to its original 22-foot-wide alignment, providing two travel lanes, each measuring 10 feet in width and the roadway would flanked by flanked by one-foot clearance zones to accommodate curb-and-gutter sections. Storm water management would involve provision of conduits under Klingle Road to contain existing piped flow and allow existing overland flow in Klingle Creek. Retaining walls would be provided. POSITIVE IMPACTS: The reconstruction of Klingle Road would re-link the roadway with a previously existing collector route, which extends from Beach Drive at Rock Creek Parkway to Wisconsin Avenue via Woodley Road prior to 1991. Ongoing road and environmental damage caused by storm water flows would be ameliorated. Pedestrians and recreation-oriented users would be provided access o Klingle Road with the use of motor vehicles. Visual aesthetics in the area would improve. Erosion control measures would be provided. Uncontrolled runoff would cease damaging vegetation and soils and the associated wildlife habitat and cease threatening possible archaeological resource sites. NEGATIVE IMPACTS: Parkland would be displaced, and two acres of impervious surface would remain after project completion. Traffic-generated noise levels would increase significantly along the corridor, and noise experienced by one sensitive receptor would exceed federal standards. A short segment of Rock Creek would be altered, and the project would affect 2.28 acres of the park, though this area is in poor condition and would be enhanced by the proposed action. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 050262, Draft EIS--212 pages and maps; Appendices--191 pages, June 23, 2005
PY  - 2005
VL  - 3
KW  - Roads and Railroads
KW  - Agency number: FHWA-XX-EIS-05-XX-D
KW  - Bridges
KW  - Drainage
KW  - Flood Control
KW  - National Parks
KW  - Noise Standards Violations
KW  - Parks
KW  - Roads
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Transportation Surveys
KW  - District of Columbia
KW  - Department of Transportation Act of 1966, Parks
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-23&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=KLINGLE+ROAD%2C+BETWEEN+PORTER+STREET%2C+NW+AND+CORTLAND+PLACE%2C+NW%2C+WASHINGTON%2C+DC.&rft.title=KLINGLE+ROAD%2C+BETWEEN+PORTER+STREET%2C+NW+AND+CORTLAND+PLACE%2C+NW%2C+WASHINGTON%2C+DC.&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 23, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK.
AN  - 36446566; 11585
AB  - PURPOSE: The implementation of the Southtowns 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 Tifft 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 draft 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 costs of the Improvement, Boulevard, and Hybrid alternatives are $134.4 million, $144.1 million, and $152 million, respectively, including respective rights-of-way acquisition costs of $9.4 milion, $8.4 million, and $7.6 million. 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 Southtowns and downtown Buffalo and improve local access to and along the waterfront for other modes, including transit, bicycles, and pedestrians. Any action alternative would increase business sales by $148 million, result in $70 million in household income, and $4.4 million in local tax receipts. NEGATIVE IMPACTS: Rights-of-way requirements would displace 74 to 77 parcels encompassing a total of 22.7 to 26.27 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).
JF  - EPA number: 050259, 511 pages and maps, June 22, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-06-D
KW  - Air Quality
KW  - Bridges
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Economic Assessments
KW  - Energy Consumption Assessments
KW  - Hazardous Materials
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/36446566?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+PROJECT%2C+ERIE+COUNTY%2C+NEW+YORK.&rft.title=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: June 22, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK. [Part 14 of 17]
T2  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK.
AN  - 36384128; 050650D-050259_0014
AB  - PURPOSE: The implementation of the Southtowns 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 Tifft 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 draft 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 costs of the Improvement, Boulevard, and Hybrid alternatives are $134.4 million, $144.1 million, and $152 million, respectively, including respective rights-of-way acquisition costs of $9.4 milion, $8.4 million, and $7.6 million. 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 Southtowns and downtown Buffalo and improve local access to and along the waterfront for other modes, including transit, bicycles, and pedestrians. Any action alternative would increase business sales by $148 million, result in $70 million in household income, and $4.4 million in local tax receipts. NEGATIVE IMPACTS: Rights-of-way requirements would displace 74 to 77 parcels encompassing a total of 22.7 to 26.27 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).
JF  - EPA number: 050259, 511 pages and maps, June 22, 2005
PY  - 2005
VL  - 14
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-06-D
KW  - Air Quality
KW  - Bridges
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Economic Assessments
KW  - Energy Consumption Assessments
KW  - Hazardous Materials
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/36384128?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+PROJECT%2C+ERIE+COUNTY%2C+NEW+YORK.&rft.title=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 22, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK. [Part 5 of 17]
T2  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK.
AN  - 36382991; 050650D-050259_0005
AB  - PURPOSE: The implementation of the Southtowns 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 Tifft 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 draft 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 costs of the Improvement, Boulevard, and Hybrid alternatives are $134.4 million, $144.1 million, and $152 million, respectively, including respective rights-of-way acquisition costs of $9.4 milion, $8.4 million, and $7.6 million. 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 Southtowns and downtown Buffalo and improve local access to and along the waterfront for other modes, including transit, bicycles, and pedestrians. Any action alternative would increase business sales by $148 million, result in $70 million in household income, and $4.4 million in local tax receipts. NEGATIVE IMPACTS: Rights-of-way requirements would displace 74 to 77 parcels encompassing a total of 22.7 to 26.27 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).
JF  - EPA number: 050259, 511 pages and maps, June 22, 2005
PY  - 2005
VL  - 5
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-06-D
KW  - Air Quality
KW  - Bridges
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Economic Assessments
KW  - Energy Consumption Assessments
KW  - Hazardous Materials
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/36382991?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 22, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK. [Part 3 of 17]
T2  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK.
AN  - 36382906; 050650D-050259_0003
AB  - PURPOSE: The implementation of the Southtowns 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 Tifft 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 draft 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 costs of the Improvement, Boulevard, and Hybrid alternatives are $134.4 million, $144.1 million, and $152 million, respectively, including respective rights-of-way acquisition costs of $9.4 milion, $8.4 million, and $7.6 million. 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 Southtowns and downtown Buffalo and improve local access to and along the waterfront for other modes, including transit, bicycles, and pedestrians. Any action alternative would increase business sales by $148 million, result in $70 million in household income, and $4.4 million in local tax receipts. NEGATIVE IMPACTS: Rights-of-way requirements would displace 74 to 77 parcels encompassing a total of 22.7 to 26.27 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).
JF  - EPA number: 050259, 511 pages and maps, June 22, 2005
PY  - 2005
VL  - 3
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-06-D
KW  - Air Quality
KW  - Bridges
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Economic Assessments
KW  - Energy Consumption Assessments
KW  - Hazardous Materials
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/36382906?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+PROJECT%2C+ERIE+COUNTY%2C+NEW+YORK.&rft.title=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 22, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK. [Part 16 of 17]
T2  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK.
AN  - 36378250; 050650D-050259_0016
AB  - PURPOSE: The implementation of the Southtowns 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 Tifft 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 draft 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 costs of the Improvement, Boulevard, and Hybrid alternatives are $134.4 million, $144.1 million, and $152 million, respectively, including respective rights-of-way acquisition costs of $9.4 milion, $8.4 million, and $7.6 million. 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 Southtowns and downtown Buffalo and improve local access to and along the waterfront for other modes, including transit, bicycles, and pedestrians. Any action alternative would increase business sales by $148 million, result in $70 million in household income, and $4.4 million in local tax receipts. NEGATIVE IMPACTS: Rights-of-way requirements would displace 74 to 77 parcels encompassing a total of 22.7 to 26.27 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).
JF  - EPA number: 050259, 511 pages and maps, June 22, 2005
PY  - 2005
VL  - 16
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-06-D
KW  - Air Quality
KW  - Bridges
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Economic Assessments
KW  - Energy Consumption Assessments
KW  - Hazardous Materials
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/36378250?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+PROJECT%2C+ERIE+COUNTY%2C+NEW+YORK.&rft.title=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 22, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK. [Part 15 of 17]
T2  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK.
AN  - 36377929; 050650D-050259_0015
AB  - PURPOSE: The implementation of the Southtowns 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 Tifft 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 draft 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 costs of the Improvement, Boulevard, and Hybrid alternatives are $134.4 million, $144.1 million, and $152 million, respectively, including respective rights-of-way acquisition costs of $9.4 milion, $8.4 million, and $7.6 million. 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 Southtowns and downtown Buffalo and improve local access to and along the waterfront for other modes, including transit, bicycles, and pedestrians. Any action alternative would increase business sales by $148 million, result in $70 million in household income, and $4.4 million in local tax receipts. NEGATIVE IMPACTS: Rights-of-way requirements would displace 74 to 77 parcels encompassing a total of 22.7 to 26.27 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).
JF  - EPA number: 050259, 511 pages and maps, June 22, 2005
PY  - 2005
VL  - 15
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-06-D
KW  - Air Quality
KW  - Bridges
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Economic Assessments
KW  - Energy Consumption Assessments
KW  - Hazardous Materials
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/36377929?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+PROJECT%2C+ERIE+COUNTY%2C+NEW+YORK.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 22, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK. [Part 11 of 17]
T2  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK.
AN  - 36375347; 050650D-050259_0011
AB  - PURPOSE: The implementation of the Southtowns 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 Tifft 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 draft 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 costs of the Improvement, Boulevard, and Hybrid alternatives are $134.4 million, $144.1 million, and $152 million, respectively, including respective rights-of-way acquisition costs of $9.4 milion, $8.4 million, and $7.6 million. 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 Southtowns and downtown Buffalo and improve local access to and along the waterfront for other modes, including transit, bicycles, and pedestrians. Any action alternative would increase business sales by $148 million, result in $70 million in household income, and $4.4 million in local tax receipts. NEGATIVE IMPACTS: Rights-of-way requirements would displace 74 to 77 parcels encompassing a total of 22.7 to 26.27 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).
JF  - EPA number: 050259, 511 pages and maps, June 22, 2005
PY  - 2005
VL  - 11
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-06-D
KW  - Air Quality
KW  - Bridges
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Economic Assessments
KW  - Energy Consumption Assessments
KW  - Hazardous Materials
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/36375347?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+PROJECT%2C+ERIE+COUNTY%2C+NEW+YORK.&rft.title=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 22, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK. [Part 12 of 17]
T2  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK.
AN  - 36375262; 050650D-050259_0012
AB  - PURPOSE: The implementation of the Southtowns 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 Tifft 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 draft 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 costs of the Improvement, Boulevard, and Hybrid alternatives are $134.4 million, $144.1 million, and $152 million, respectively, including respective rights-of-way acquisition costs of $9.4 milion, $8.4 million, and $7.6 million. 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 Southtowns and downtown Buffalo and improve local access to and along the waterfront for other modes, including transit, bicycles, and pedestrians. Any action alternative would increase business sales by $148 million, result in $70 million in household income, and $4.4 million in local tax receipts. NEGATIVE IMPACTS: Rights-of-way requirements would displace 74 to 77 parcels encompassing a total of 22.7 to 26.27 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).
JF  - EPA number: 050259, 511 pages and maps, June 22, 2005
PY  - 2005
VL  - 12
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-06-D
KW  - Air Quality
KW  - Bridges
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Economic Assessments
KW  - Energy Consumption Assessments
KW  - Hazardous Materials
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/36375262?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+PROJECT%2C+ERIE+COUNTY%2C+NEW+YORK.&rft.title=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 22, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK. [Part 17 of 17]
T2  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK.
AN  - 36374570; 050650D-050259_0017
AB  - PURPOSE: The implementation of the Southtowns 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 Tifft 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 draft 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 costs of the Improvement, Boulevard, and Hybrid alternatives are $134.4 million, $144.1 million, and $152 million, respectively, including respective rights-of-way acquisition costs of $9.4 milion, $8.4 million, and $7.6 million. 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 Southtowns and downtown Buffalo and improve local access to and along the waterfront for other modes, including transit, bicycles, and pedestrians. Any action alternative would increase business sales by $148 million, result in $70 million in household income, and $4.4 million in local tax receipts. NEGATIVE IMPACTS: Rights-of-way requirements would displace 74 to 77 parcels encompassing a total of 22.7 to 26.27 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).
JF  - EPA number: 050259, 511 pages and maps, June 22, 2005
PY  - 2005
VL  - 17
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-06-D
KW  - Air Quality
KW  - Bridges
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Economic Assessments
KW  - Energy Consumption Assessments
KW  - Hazardous Materials
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/36374570?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+PROJECT%2C+ERIE+COUNTY%2C+NEW+YORK.&rft.title=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 22, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK. [Part 10 of 17]
T2  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK.
AN  - 36374341; 050650D-050259_0010
AB  - PURPOSE: The implementation of the Southtowns 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 Tifft 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 draft 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 costs of the Improvement, Boulevard, and Hybrid alternatives are $134.4 million, $144.1 million, and $152 million, respectively, including respective rights-of-way acquisition costs of $9.4 milion, $8.4 million, and $7.6 million. 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 Southtowns and downtown Buffalo and improve local access to and along the waterfront for other modes, including transit, bicycles, and pedestrians. Any action alternative would increase business sales by $148 million, result in $70 million in household income, and $4.4 million in local tax receipts. NEGATIVE IMPACTS: Rights-of-way requirements would displace 74 to 77 parcels encompassing a total of 22.7 to 26.27 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).
JF  - EPA number: 050259, 511 pages and maps, June 22, 2005
PY  - 2005
VL  - 10
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-06-D
KW  - Air Quality
KW  - Bridges
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Economic Assessments
KW  - Energy Consumption Assessments
KW  - Hazardous Materials
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/36374341?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+PROJECT%2C+ERIE+COUNTY%2C+NEW+YORK.&rft.title=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 22, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK. [Part 4 of 17]
T2  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK.
AN  - 36374327; 050650D-050259_0004
AB  - PURPOSE: The implementation of the Southtowns 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 Tifft 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 draft 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 costs of the Improvement, Boulevard, and Hybrid alternatives are $134.4 million, $144.1 million, and $152 million, respectively, including respective rights-of-way acquisition costs of $9.4 milion, $8.4 million, and $7.6 million. 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 Southtowns and downtown Buffalo and improve local access to and along the waterfront for other modes, including transit, bicycles, and pedestrians. Any action alternative would increase business sales by $148 million, result in $70 million in household income, and $4.4 million in local tax receipts. NEGATIVE IMPACTS: Rights-of-way requirements would displace 74 to 77 parcels encompassing a total of 22.7 to 26.27 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).
JF  - EPA number: 050259, 511 pages and maps, June 22, 2005
PY  - 2005
VL  - 4
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-06-D
KW  - Air Quality
KW  - Bridges
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Economic Assessments
KW  - Energy Consumption Assessments
KW  - Hazardous Materials
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/36374327?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+PROJECT%2C+ERIE+COUNTY%2C+NEW+YORK.&rft.title=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 22, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK. [Part 6 of 17]
T2  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK.
AN  - 36374264; 050650D-050259_0006
AB  - PURPOSE: The implementation of the Southtowns 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 Tifft 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 draft 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 costs of the Improvement, Boulevard, and Hybrid alternatives are $134.4 million, $144.1 million, and $152 million, respectively, including respective rights-of-way acquisition costs of $9.4 milion, $8.4 million, and $7.6 million. 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 Southtowns and downtown Buffalo and improve local access to and along the waterfront for other modes, including transit, bicycles, and pedestrians. Any action alternative would increase business sales by $148 million, result in $70 million in household income, and $4.4 million in local tax receipts. NEGATIVE IMPACTS: Rights-of-way requirements would displace 74 to 77 parcels encompassing a total of 22.7 to 26.27 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).
JF  - EPA number: 050259, 511 pages and maps, June 22, 2005
PY  - 2005
VL  - 6
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-06-D
KW  - Air Quality
KW  - Bridges
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Economic Assessments
KW  - Energy Consumption Assessments
KW  - Hazardous Materials
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/36374264?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+PROJECT%2C+ERIE+COUNTY%2C+NEW+YORK.&rft.title=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 22, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK. [Part 2 of 17]
T2  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK.
AN  - 36374011; 050650D-050259_0002
AB  - PURPOSE: The implementation of the Southtowns 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 Tifft 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 draft 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 costs of the Improvement, Boulevard, and Hybrid alternatives are $134.4 million, $144.1 million, and $152 million, respectively, including respective rights-of-way acquisition costs of $9.4 milion, $8.4 million, and $7.6 million. 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 Southtowns and downtown Buffalo and improve local access to and along the waterfront for other modes, including transit, bicycles, and pedestrians. Any action alternative would increase business sales by $148 million, result in $70 million in household income, and $4.4 million in local tax receipts. NEGATIVE IMPACTS: Rights-of-way requirements would displace 74 to 77 parcels encompassing a total of 22.7 to 26.27 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).
JF  - EPA number: 050259, 511 pages and maps, June 22, 2005
PY  - 2005
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-06-D
KW  - Air Quality
KW  - Bridges
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Economic Assessments
KW  - Energy Consumption Assessments
KW  - Hazardous Materials
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/36374011?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+PROJECT%2C+ERIE+COUNTY%2C+NEW+YORK.&rft.title=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 22, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK. [Part 8 of 17]
T2  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK.
AN  - 36373178; 050650D-050259_0008
AB  - PURPOSE: The implementation of the Southtowns 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 Tifft 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 draft 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 costs of the Improvement, Boulevard, and Hybrid alternatives are $134.4 million, $144.1 million, and $152 million, respectively, including respective rights-of-way acquisition costs of $9.4 milion, $8.4 million, and $7.6 million. 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 Southtowns and downtown Buffalo and improve local access to and along the waterfront for other modes, including transit, bicycles, and pedestrians. Any action alternative would increase business sales by $148 million, result in $70 million in household income, and $4.4 million in local tax receipts. NEGATIVE IMPACTS: Rights-of-way requirements would displace 74 to 77 parcels encompassing a total of 22.7 to 26.27 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).
JF  - EPA number: 050259, 511 pages and maps, June 22, 2005
PY  - 2005
VL  - 8
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-06-D
KW  - Air Quality
KW  - Bridges
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Economic Assessments
KW  - Energy Consumption Assessments
KW  - Hazardous Materials
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/36373178?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+PROJECT%2C+ERIE+COUNTY%2C+NEW+YORK.&rft.title=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 22, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK. [Part 7 of 17]
T2  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK.
AN  - 36373107; 050650D-050259_0007
AB  - PURPOSE: The implementation of the Southtowns 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 Tifft 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 draft 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 costs of the Improvement, Boulevard, and Hybrid alternatives are $134.4 million, $144.1 million, and $152 million, respectively, including respective rights-of-way acquisition costs of $9.4 milion, $8.4 million, and $7.6 million. 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 Southtowns and downtown Buffalo and improve local access to and along the waterfront for other modes, including transit, bicycles, and pedestrians. Any action alternative would increase business sales by $148 million, result in $70 million in household income, and $4.4 million in local tax receipts. NEGATIVE IMPACTS: Rights-of-way requirements would displace 74 to 77 parcels encompassing a total of 22.7 to 26.27 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).
JF  - EPA number: 050259, 511 pages and maps, June 22, 2005
PY  - 2005
VL  - 7
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-06-D
KW  - Air Quality
KW  - Bridges
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Economic Assessments
KW  - Energy Consumption Assessments
KW  - Hazardous Materials
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/36373107?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+PROJECT%2C+ERIE+COUNTY%2C+NEW+YORK.&rft.title=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 22, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK. [Part 1 of 17]
T2  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK.
AN  - 36372519; 050650D-050259_0001
AB  - PURPOSE: The implementation of the Southtowns 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 Tifft 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 draft 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 costs of the Improvement, Boulevard, and Hybrid alternatives are $134.4 million, $144.1 million, and $152 million, respectively, including respective rights-of-way acquisition costs of $9.4 milion, $8.4 million, and $7.6 million. 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 Southtowns and downtown Buffalo and improve local access to and along the waterfront for other modes, including transit, bicycles, and pedestrians. Any action alternative would increase business sales by $148 million, result in $70 million in household income, and $4.4 million in local tax receipts. NEGATIVE IMPACTS: Rights-of-way requirements would displace 74 to 77 parcels encompassing a total of 22.7 to 26.27 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).
JF  - EPA number: 050259, 511 pages and maps, June 22, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-06-D
KW  - Air Quality
KW  - Bridges
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Economic Assessments
KW  - Energy Consumption Assessments
KW  - Hazardous Materials
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/36372519?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+PROJECT%2C+ERIE+COUNTY%2C+NEW+YORK.&rft.title=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 22, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK. [Part 13 of 17]
T2  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK.
AN  - 36372486; 050650D-050259_0013
AB  - PURPOSE: The implementation of the Southtowns 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 Tifft 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 draft 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 costs of the Improvement, Boulevard, and Hybrid alternatives are $134.4 million, $144.1 million, and $152 million, respectively, including respective rights-of-way acquisition costs of $9.4 milion, $8.4 million, and $7.6 million. 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 Southtowns and downtown Buffalo and improve local access to and along the waterfront for other modes, including transit, bicycles, and pedestrians. Any action alternative would increase business sales by $148 million, result in $70 million in household income, and $4.4 million in local tax receipts. NEGATIVE IMPACTS: Rights-of-way requirements would displace 74 to 77 parcels encompassing a total of 22.7 to 26.27 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).
JF  - EPA number: 050259, 511 pages and maps, June 22, 2005
PY  - 2005
VL  - 13
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-06-D
KW  - Air Quality
KW  - Bridges
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Economic Assessments
KW  - Energy Consumption Assessments
KW  - Hazardous Materials
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/36372486?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+PROJECT%2C+ERIE+COUNTY%2C+NEW+YORK.&rft.title=SOUTHTOWNS+CONNECTOR%2FBUFFALO+OUTER+HARVOR+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 22, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK. [Part 9 of 17]
T2  - SOUTHTOWNS CONNECTOR/BUFFALO OUTER HARVOR PROJECT, ERIE COUNTY, NEW YORK.
AN  - 36372405; 050650D-050259_0009
AB  - PURPOSE: The implementation of the Southtowns 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 Tifft 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 draft 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 costs of the Improvement, Boulevard, and Hybrid alternatives are $134.4 million, $144.1 million, and $152 million, respectively, including respective rights-of-way acquisition costs of $9.4 milion, $8.4 million, and $7.6 million. 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 Southtowns and downtown Buffalo and improve local access to and along the waterfront for other modes, including transit, bicycles, and pedestrians. Any action alternative would increase business sales by $148 million, result in $70 million in household income, and $4.4 million in local tax receipts. NEGATIVE IMPACTS: Rights-of-way requirements would displace 74 to 77 parcels encompassing a total of 22.7 to 26.27 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).
JF  - EPA number: 050259, 511 pages and maps, June 22, 2005
PY  - 2005
VL  - 9
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-06-D
KW  - Air Quality
KW  - Bridges
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Economic Assessments
KW  - Energy Consumption Assessments
KW  - Hazardous Materials
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
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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: June 22, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INGLESIDE ENERGY CENTER LNG TERMINAL AND PIPELINE PROJECT, CORPUS CHRISTI BAY WEST OF INGLESIDE, NEUCES AND SAN PATRICIO.
AN  - 36437684; 11568
AB  - PURPOSE: Issuance of a Certificate of Public Convenience and Necessity for the construction and operation of a liquefied natural gas (LNG) import terminal on the northeast shoreline of Corpus Christi Bay, west of Ingleside in Nueces and San Patricio counties, Texas. In addition, the applicants (Ingleside Energy Center, LLC and San Patricio Pipeline, LLC) would construct and operate a new natural gas pipeline and ancillary facilities extending from the LNG terminal to natural gas pipeline interconnects north of Sinton in San Patricio County. Te terminal component of the project would involve dredging of a new marine terminal basin connected to the La Quinta Channel that would include a ship maneuvering area an one protected berth to unload up to 140 LNG ships each year; two double-containment LNG storage tanks with a nominal working volume of 1.o billion barrels; and LNG vaporization and processing equipment. To transport the vaporized LNG, the applicants would provide for 26.4 miles of 26-inch-diameter pipeline; eight metering stations/delivery points and nine pipeline interconnections with existing natural gas pipeline systems; and a pig launcher and tie-in valves at the LNG terminal, a mainline valve near the middle of the pipeline, and a pig receiver facility and a metering regulating station at the northern pipeline terminus. POSITIVE IMPACTS: The project would introduce a competitive supply of natural gas to Ingleside and San Patricio affiliates (Occidental Chemical Company and Ingleside Cogeneration Partners LP) and other large energy-consuming industries in the Corpus Christi are and deliver natural gas too existing interstate and intrastate pipelines north of Sinton, Texas. NEGATIVE IMPACTS: Construction activities at the terminal site would affect 489.7 acres of land and water. Terminal facilities would permanently displace 74 acres of land and 40 acres offshore within the La Quinta Channel for maneuvering area and a marine basin. Pipeline construction would disturb 375.7 acres, including the construction rights-of-way for the pipeline, additional temporary workspace, a contractor and pipe yard, metering stations/interconnects, a pig launcher and receiver, and access roads. Operation of the new terminal and pipeline facility would require 274.7 acres. Displaced acreage would include 0.7 acres of prime farmland soils currently in industrial use for the terminal and 234.8 acres of such soils for pipeline construction, approximately 5.5 acres of wetland, tidal flats, and sea grass beds as well as shrubland and grassland habitat. Though the project would lie within an area providing habitat for 22 federally protected species, none would be significantly affected by the terminal or pipeline. Essential fish habitat for three shellfish species and two finfish species could be affected. The two storage tanks used by the LNG terminal and aboveground pipeline facilities would mar visual aesthetic in the area. Ship traffic within the Corpus Christi Channel would increase somewhat, increasing the possibility of collisions within the bay. Cultural resource surveys for historic and archaeological sites have not been completed, but none have been found in the project impact area to this date. In the unlikely event of a severe accident or terrorist attach, significant levels of volatile gas could be released into the atmosphere in the vicinity of the terminal and/or pipeline corridor. 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.), and Natural Gas Act (15 U.S.C. 717 f(c)). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0309D, Volume 29, Number 3.
JF  - EPA number: 050242, 478 pages, June 10, 2005
PY  - 2005
KW  - Energy
KW  - Agency number: FERC/EIS-177F
KW  - Bays
KW  - Coastal Zones
KW  - Dredging
KW  - Farm Management
KW  - Fisheries
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Harbors
KW  - Natural Gas
KW  - Pipelines
KW  - Safety
KW  - Shellfish
KW  - Storage
KW  - Terminal Facilities
KW  - Vegetation
KW  - Visual Resources
KW  - Waterways
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Corpus Christi Bay
KW  - Gulf of Mexico
KW  - Texas
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  - River and Harbor Act of 1899, compliance
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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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: June 10, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - SILVER LINE PHASE III, BOSTON, MASSACHUSETTS.
AN  - 36436048; 11567
AB  - PURPOSE: The completion of the Massachusetts Bay Transportation Authority's bus rapid transit (BRT) service (the Silver Line) in Boston, Massachusetts is proposed. Phase II of the Silver Line Project would complete this BRT system by providing the essential connection between Phase I, now in operation along Washington Street, and Phase II, now in operation along the South Boston Waterfront. This supplemental draft EIS considers several alternatives, including a No-Build Alternative, the Baseline Alternative, as well as four build alignment alternatives. The four build alternatives, all of which are located in the city of Boston, would extend approximately one mile and connect the two existing Silver Line services into a new tunnel referred to as the Core Tunnel Segment. The segment, includes new connections at the existing Boylston Street (Green Line) and Chinatown (Red Line) stations. Depending on the build alternative considered, capital investment cost of Phase III ranges from $768.2 million to $811.7 million. Annual operating costs estimates range from $5.1 million to $5.2 million. The amendment of Bureau of Land Management (BLM) grazing regulations for public lands, exclusive of Alaska, is proposed. The grazing regulations govern all public lands identified as suitable for livestock grazing, encompassing 160 million acres in the western United States. During the nine years since the implementation of the 1995 grazing reforms, a number of discrete concerns have been raised regarding the administration of grazing management. The proposed amendment would represent adjustments, rather than a major overhaul, of the fundamental structure of the grazing regulation regime. The proposed action, which is also the preferred alternative (Alternative 2), would provide for regulatory revisions falling into three categories: 1) improvement of working relations with grazing permittees and lessees; 2) protection of the health of rangelands, and increase administrative efficiency and effectiveness. Within category (1), the regime changes would address social, economic, and cultural considerations in the decision-making process; implement changes in grazing use; address range improvement ownership; and ensure cooperation with tribal, state, county, and local government-established grazing boards; review biological assessments and evaluations. Within category (2), the regime changes would address applications for temporary nonuse; strengthen the basis for rangeland health determinations; and require that the BLM take appropriate action as soon as practicable, with a time limit extending not beyond the start of the next grazing year. Within category (3), the regime changes would address conservation uses; clarify the definitions of grazing preference, permitted use, and active use and the definition and role of an interested public; incorporate water rights law, down to the level of state law, into management plans; define the concept of satisfactory performance of a permittee or lessee; alter the means of providing for changes in grazing use within the terms and conditions of a permit or lease; allow the assessment of service charges for crossing permits, transfer of grazing preference; applications for nonuse; and supplemental billing notices; address civil and criminal sanctions for prohibited acts; address grazing use pending resolution of appeals; and address biological assessments and evaluations in the grazing decision-making process. In addition to the preferred alternative, a modified proposal, and a No Action Alternative, which would perpetuate the existing regulatory regime, are considered in this final EIS. POSITIVE IMPACTS: Upon completion, Phase III would significantly reduce existing and anticipated congestion in the Phase III corridor, realize significant travel time savings for riders, generate substantial transportation, environmental, and economic development benefits locally, and enhance the value of existing transit investments by improving connections or providing alternatives to the Green and Orange lines of the rapid transit system. Revisions to the 1995 reforms would streamline and increase the effectiveness and flexibility of the reforms. The regulations would promote better partnerships with grazing permittees, lessees, and advisory boards. Range vegetation, wetlands, and soils and the associated wildlife habitat would progress toward achievement of management objectives more rapidly, including a minor improvement in the fire regime. NEGATIVE IMPACTS: Give that the major portion of the alignment of any of the build alternatives would run underground in a tunnel, there would be relatively few long-term impacts. The Core Tunnel Segment would affect parkland and archaeological and historic resources in the vicinity of the Boston Common. The project would involve various easements and use restrictions within buildings and at other sites. Some on- and off-street parking would be displaced. Some of the regulatory changes proposed would increase operator and BLM administrative costs. Ranchers would continue to face increasing stress related to public land grazing, providing for the inheritance of range access to the next generation; and sell ranches for amenity reasons and subdivision. 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: 050240, 548 pages and maps, June 10, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FES 04-39
KW  - Archaeological Sites
KW  - Buildings
KW  - Cultural Resources Surveys
KW  - Easements
KW  - Health Hazard Analyses
KW  - Highway Structures
KW  - Historic Sites
KW  - Motor Vehicles
KW  - Noise Assessments
KW  - Parking
KW  - Parks
KW  - Rapid Transit Systems
KW  - Traffic Analyses
KW  - Transportation
KW  - Biologic Assessments
KW  - Fires
KW  - Grazing
KW  - Impact Assessment Methodology
KW  - Indian Reservations
KW  - Livestock
KW  - Range Management
KW  - Ranges
KW  - Regulations
KW  - Socioeconomic Assessments
KW  - Vegetation
KW  - Water Supply
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Surveys
KW  - Massachusetts
KW  - Arizona
KW  - California
KW  - Colorado
KW  - Idaho
KW  - Montana
KW  - Nevada
KW  - New Mexico
KW  - Oregon
KW  - Utah
KW  - Washington
KW  - Wyoming
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Archaeological Sites
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Federal Land Policy and Management Act of 1976, Compliance
KW  - Public Rangelands Improvement Act of 1978, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: June 10, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INGLESIDE ENERGY CENTER LNG TERMINAL AND PIPELINE PROJECT, CORPUS CHRISTI BAY WEST OF INGLESIDE, NEUCES AND SAN PATRICIO. [Part 1 of 2]
T2  - INGLESIDE ENERGY CENTER LNG TERMINAL AND PIPELINE PROJECT, CORPUS CHRISTI BAY WEST OF INGLESIDE, NEUCES AND SAN PATRICIO.
AN  - 36379177; 11568-050242_0001
AB  - PURPOSE: Issuance of a Certificate of Public Convenience and Necessity for the construction and operation of a liquefied natural gas (LNG) import terminal on the northeast shoreline of Corpus Christi Bay, west of Ingleside in Nueces and San Patricio counties, Texas. In addition, the applicants (Ingleside Energy Center, LLC and San Patricio Pipeline, LLC) would construct and operate a new natural gas pipeline and ancillary facilities extending from the LNG terminal to natural gas pipeline interconnects north of Sinton in San Patricio County. Te terminal component of the project would involve dredging of a new marine terminal basin connected to the La Quinta Channel that would include a ship maneuvering area an one protected berth to unload up to 140 LNG ships each year; two double-containment LNG storage tanks with a nominal working volume of 1.o billion barrels; and LNG vaporization and processing equipment. To transport the vaporized LNG, the applicants would provide for 26.4 miles of 26-inch-diameter pipeline; eight metering stations/delivery points and nine pipeline interconnections with existing natural gas pipeline systems; and a pig launcher and tie-in valves at the LNG terminal, a mainline valve near the middle of the pipeline, and a pig receiver facility and a metering regulating station at the northern pipeline terminus. POSITIVE IMPACTS: The project would introduce a competitive supply of natural gas to Ingleside and San Patricio affiliates (Occidental Chemical Company and Ingleside Cogeneration Partners LP) and other large energy-consuming industries in the Corpus Christi are and deliver natural gas too existing interstate and intrastate pipelines north of Sinton, Texas. NEGATIVE IMPACTS: Construction activities at the terminal site would affect 489.7 acres of land and water. Terminal facilities would permanently displace 74 acres of land and 40 acres offshore within the La Quinta Channel for maneuvering area and a marine basin. Pipeline construction would disturb 375.7 acres, including the construction rights-of-way for the pipeline, additional temporary workspace, a contractor and pipe yard, metering stations/interconnects, a pig launcher and receiver, and access roads. Operation of the new terminal and pipeline facility would require 274.7 acres. Displaced acreage would include 0.7 acres of prime farmland soils currently in industrial use for the terminal and 234.8 acres of such soils for pipeline construction, approximately 5.5 acres of wetland, tidal flats, and sea grass beds as well as shrubland and grassland habitat. Though the project would lie within an area providing habitat for 22 federally protected species, none would be significantly affected by the terminal or pipeline. Essential fish habitat for three shellfish species and two finfish species could be affected. The two storage tanks used by the LNG terminal and aboveground pipeline facilities would mar visual aesthetic in the area. Ship traffic within the Corpus Christi Channel would increase somewhat, increasing the possibility of collisions within the bay. Cultural resource surveys for historic and archaeological sites have not been completed, but none have been found in the project impact area to this date. In the unlikely event of a severe accident or terrorist attach, significant levels of volatile gas could be released into the atmosphere in the vicinity of the terminal and/or pipeline corridor. 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.), and Natural Gas Act (15 U.S.C. 717 f(c)). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0309D, Volume 29, Number 3.
JF  - EPA number: 050242, 478 pages, June 10, 2005
PY  - 2005
VL  - 1
KW  - Energy
KW  - Agency number: FERC/EIS-177F
KW  - Bays
KW  - Coastal Zones
KW  - Dredging
KW  - Farm Management
KW  - Fisheries
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Harbors
KW  - Natural Gas
KW  - Pipelines
KW  - Safety
KW  - Shellfish
KW  - Storage
KW  - Terminal Facilities
KW  - Vegetation
KW  - Visual Resources
KW  - Waterways
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Corpus Christi Bay
KW  - Gulf of Mexico
KW  - Texas
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  - River and Harbor Act of 1899, compliance
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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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: June 10, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SILVER LINE PHASE III, BOSTON, MASSACHUSETTS. [Part 1 of 2]
T2  - SILVER LINE PHASE III, BOSTON, MASSACHUSETTS.
AN  - 36373678; 050649D-050240_0001
AB  - PURPOSE: The completion of the Massachusetts Bay Transportation Authority's bus rapid transit (BRT) service (the Silver Line) in Boston, Massachusetts is proposed. Phase II of the Silver Line Project would complete this BRT system by providing the essential connection between Phase I, now in operation along Washington Street, and Phase II, now in operation along the South Boston Waterfront. This supplemental draft EIS considers several alternatives, including a No-Build Alternative, the Baseline Alternative, as well as four build alignment alternatives. The four build alternatives, all of which are located in the city of Boston, would extend approximately one mile and connect the two existing Silver Line services into a new tunnel referred to as the Core Tunnel Segment. The segment, includes new connections at the existing Boylston Street (Green Line) and Chinatown (Red Line) stations. Depending on the build alternative considered, capital investment cost of Phase III ranges from $768.2 million to $811.7 million. Annual operating costs estimates range from $5.1 million to $5.2 million. The amendment of Bureau of Land Management (BLM) grazing regulations for public lands, exclusive of Alaska, is proposed. The grazing regulations govern all public lands identified as suitable for livestock grazing, encompassing 160 million acres in the western United States. During the nine years since the implementation of the 1995 grazing reforms, a number of discrete concerns have been raised regarding the administration of grazing management. The proposed amendment would represent adjustments, rather than a major overhaul, of the fundamental structure of the grazing regulation regime. The proposed action, which is also the preferred alternative (Alternative 2), would provide for regulatory revisions falling into three categories: 1) improvement of working relations with grazing permittees and lessees; 2) protection of the health of rangelands, and increase administrative efficiency and effectiveness. Within category (1), the regime changes would address social, economic, and cultural considerations in the decision-making process; implement changes in grazing use; address range improvement ownership; and ensure cooperation with tribal, state, county, and local government-established grazing boards; review biological assessments and evaluations. Within category (2), the regime changes would address applications for temporary nonuse; strengthen the basis for rangeland health determinations; and require that the BLM take appropriate action as soon as practicable, with a time limit extending not beyond the start of the next grazing year. Within category (3), the regime changes would address conservation uses; clarify the definitions of grazing preference, permitted use, and active use and the definition and role of an interested public; incorporate water rights law, down to the level of state law, into management plans; define the concept of satisfactory performance of a permittee or lessee; alter the means of providing for changes in grazing use within the terms and conditions of a permit or lease; allow the assessment of service charges for crossing permits, transfer of grazing preference; applications for nonuse; and supplemental billing notices; address civil and criminal sanctions for prohibited acts; address grazing use pending resolution of appeals; and address biological assessments and evaluations in the grazing decision-making process. In addition to the preferred alternative, a modified proposal, and a No Action Alternative, which would perpetuate the existing regulatory regime, are considered in this final EIS. POSITIVE IMPACTS: Upon completion, Phase III would significantly reduce existing and anticipated congestion in the Phase III corridor, realize significant travel time savings for riders, generate substantial transportation, environmental, and economic development benefits locally, and enhance the value of existing transit investments by improving connections or providing alternatives to the Green and Orange lines of the rapid transit system. Revisions to the 1995 reforms would streamline and increase the effectiveness and flexibility of the reforms. The regulations would promote better partnerships with grazing permittees, lessees, and advisory boards. Range vegetation, wetlands, and soils and the associated wildlife habitat would progress toward achievement of management objectives more rapidly, including a minor improvement in the fire regime. NEGATIVE IMPACTS: Give that the major portion of the alignment of any of the build alternatives would run underground in a tunnel, there would be relatively few long-term impacts. The Core Tunnel Segment would affect parkland and archaeological and historic resources in the vicinity of the Boston Common. The project would involve various easements and use restrictions within buildings and at other sites. Some on- and off-street parking would be displaced. Some of the regulatory changes proposed would increase operator and BLM administrative costs. Ranchers would continue to face increasing stress related to public land grazing, providing for the inheritance of range access to the next generation; and sell ranches for amenity reasons and subdivision. 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: 050240, 548 pages and maps, June 10, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FES 04-39
KW  - Archaeological Sites
KW  - Buildings
KW  - Cultural Resources Surveys
KW  - Easements
KW  - Health Hazard Analyses
KW  - Highway Structures
KW  - Historic Sites
KW  - Motor Vehicles
KW  - Noise Assessments
KW  - Parking
KW  - Parks
KW  - Rapid Transit Systems
KW  - Traffic Analyses
KW  - Transportation
KW  - Biologic Assessments
KW  - Fires
KW  - Grazing
KW  - Impact Assessment Methodology
KW  - Indian Reservations
KW  - Livestock
KW  - Range Management
KW  - Ranges
KW  - Regulations
KW  - Socioeconomic Assessments
KW  - Vegetation
KW  - Water Supply
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Surveys
KW  - Massachusetts
KW  - Arizona
KW  - California
KW  - Colorado
KW  - Idaho
KW  - Montana
KW  - Nevada
KW  - New Mexico
KW  - Oregon
KW  - Utah
KW  - Washington
KW  - Wyoming
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Archaeological Sites
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Federal Land Policy and Management Act of 1976, Compliance
KW  - Public Rangelands Improvement Act of 1978, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 10, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SILVER LINE PHASE III, BOSTON, MASSACHUSETTS. [Part 2 of 2]
T2  - SILVER LINE PHASE III, BOSTON, MASSACHUSETTS.
AN  - 36373094; 050649D-050240_0002
AB  - PURPOSE: The completion of the Massachusetts Bay Transportation Authority's bus rapid transit (BRT) service (the Silver Line) in Boston, Massachusetts is proposed. Phase II of the Silver Line Project would complete this BRT system by providing the essential connection between Phase I, now in operation along Washington Street, and Phase II, now in operation along the South Boston Waterfront. This supplemental draft EIS considers several alternatives, including a No-Build Alternative, the Baseline Alternative, as well as four build alignment alternatives. The four build alternatives, all of which are located in the city of Boston, would extend approximately one mile and connect the two existing Silver Line services into a new tunnel referred to as the Core Tunnel Segment. The segment, includes new connections at the existing Boylston Street (Green Line) and Chinatown (Red Line) stations. Depending on the build alternative considered, capital investment cost of Phase III ranges from $768.2 million to $811.7 million. Annual operating costs estimates range from $5.1 million to $5.2 million. The amendment of Bureau of Land Management (BLM) grazing regulations for public lands, exclusive of Alaska, is proposed. The grazing regulations govern all public lands identified as suitable for livestock grazing, encompassing 160 million acres in the western United States. During the nine years since the implementation of the 1995 grazing reforms, a number of discrete concerns have been raised regarding the administration of grazing management. The proposed amendment would represent adjustments, rather than a major overhaul, of the fundamental structure of the grazing regulation regime. The proposed action, which is also the preferred alternative (Alternative 2), would provide for regulatory revisions falling into three categories: 1) improvement of working relations with grazing permittees and lessees; 2) protection of the health of rangelands, and increase administrative efficiency and effectiveness. Within category (1), the regime changes would address social, economic, and cultural considerations in the decision-making process; implement changes in grazing use; address range improvement ownership; and ensure cooperation with tribal, state, county, and local government-established grazing boards; review biological assessments and evaluations. Within category (2), the regime changes would address applications for temporary nonuse; strengthen the basis for rangeland health determinations; and require that the BLM take appropriate action as soon as practicable, with a time limit extending not beyond the start of the next grazing year. Within category (3), the regime changes would address conservation uses; clarify the definitions of grazing preference, permitted use, and active use and the definition and role of an interested public; incorporate water rights law, down to the level of state law, into management plans; define the concept of satisfactory performance of a permittee or lessee; alter the means of providing for changes in grazing use within the terms and conditions of a permit or lease; allow the assessment of service charges for crossing permits, transfer of grazing preference; applications for nonuse; and supplemental billing notices; address civil and criminal sanctions for prohibited acts; address grazing use pending resolution of appeals; and address biological assessments and evaluations in the grazing decision-making process. In addition to the preferred alternative, a modified proposal, and a No Action Alternative, which would perpetuate the existing regulatory regime, are considered in this final EIS. POSITIVE IMPACTS: Upon completion, Phase III would significantly reduce existing and anticipated congestion in the Phase III corridor, realize significant travel time savings for riders, generate substantial transportation, environmental, and economic development benefits locally, and enhance the value of existing transit investments by improving connections or providing alternatives to the Green and Orange lines of the rapid transit system. Revisions to the 1995 reforms would streamline and increase the effectiveness and flexibility of the reforms. The regulations would promote better partnerships with grazing permittees, lessees, and advisory boards. Range vegetation, wetlands, and soils and the associated wildlife habitat would progress toward achievement of management objectives more rapidly, including a minor improvement in the fire regime. NEGATIVE IMPACTS: Give that the major portion of the alignment of any of the build alternatives would run underground in a tunnel, there would be relatively few long-term impacts. The Core Tunnel Segment would affect parkland and archaeological and historic resources in the vicinity of the Boston Common. The project would involve various easements and use restrictions within buildings and at other sites. Some on- and off-street parking would be displaced. Some of the regulatory changes proposed would increase operator and BLM administrative costs. Ranchers would continue to face increasing stress related to public land grazing, providing for the inheritance of range access to the next generation; and sell ranches for amenity reasons and subdivision. 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: 050240, 548 pages and maps, June 10, 2005
PY  - 2005
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FES 04-39
KW  - Archaeological Sites
KW  - Buildings
KW  - Cultural Resources Surveys
KW  - Easements
KW  - Health Hazard Analyses
KW  - Highway Structures
KW  - Historic Sites
KW  - Motor Vehicles
KW  - Noise Assessments
KW  - Parking
KW  - Parks
KW  - Rapid Transit Systems
KW  - Traffic Analyses
KW  - Transportation
KW  - Biologic Assessments
KW  - Fires
KW  - Grazing
KW  - Impact Assessment Methodology
KW  - Indian Reservations
KW  - Livestock
KW  - Range Management
KW  - Ranges
KW  - Regulations
KW  - Socioeconomic Assessments
KW  - Vegetation
KW  - Water Supply
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Surveys
KW  - Massachusetts
KW  - Arizona
KW  - California
KW  - Colorado
KW  - Idaho
KW  - Montana
KW  - Nevada
KW  - New Mexico
KW  - Oregon
KW  - Utah
KW  - Washington
KW  - Wyoming
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Archaeological Sites
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Federal Land Policy and Management Act of 1976, Compliance
KW  - Public Rangelands Improvement Act of 1978, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 10, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INGLESIDE ENERGY CENTER LNG TERMINAL AND PIPELINE PROJECT, CORPUS CHRISTI BAY WEST OF INGLESIDE, NEUCES AND SAN PATRICIO. [Part 2 of 2]
T2  - INGLESIDE ENERGY CENTER LNG TERMINAL AND PIPELINE PROJECT, CORPUS CHRISTI BAY WEST OF INGLESIDE, NEUCES AND SAN PATRICIO.
AN  - 36372228; 11568-050242_0002
AB  - PURPOSE: Issuance of a Certificate of Public Convenience and Necessity for the construction and operation of a liquefied natural gas (LNG) import terminal on the northeast shoreline of Corpus Christi Bay, west of Ingleside in Nueces and San Patricio counties, Texas. In addition, the applicants (Ingleside Energy Center, LLC and San Patricio Pipeline, LLC) would construct and operate a new natural gas pipeline and ancillary facilities extending from the LNG terminal to natural gas pipeline interconnects north of Sinton in San Patricio County. Te terminal component of the project would involve dredging of a new marine terminal basin connected to the La Quinta Channel that would include a ship maneuvering area an one protected berth to unload up to 140 LNG ships each year; two double-containment LNG storage tanks with a nominal working volume of 1.o billion barrels; and LNG vaporization and processing equipment. To transport the vaporized LNG, the applicants would provide for 26.4 miles of 26-inch-diameter pipeline; eight metering stations/delivery points and nine pipeline interconnections with existing natural gas pipeline systems; and a pig launcher and tie-in valves at the LNG terminal, a mainline valve near the middle of the pipeline, and a pig receiver facility and a metering regulating station at the northern pipeline terminus. POSITIVE IMPACTS: The project would introduce a competitive supply of natural gas to Ingleside and San Patricio affiliates (Occidental Chemical Company and Ingleside Cogeneration Partners LP) and other large energy-consuming industries in the Corpus Christi are and deliver natural gas too existing interstate and intrastate pipelines north of Sinton, Texas. NEGATIVE IMPACTS: Construction activities at the terminal site would affect 489.7 acres of land and water. Terminal facilities would permanently displace 74 acres of land and 40 acres offshore within the La Quinta Channel for maneuvering area and a marine basin. Pipeline construction would disturb 375.7 acres, including the construction rights-of-way for the pipeline, additional temporary workspace, a contractor and pipe yard, metering stations/interconnects, a pig launcher and receiver, and access roads. Operation of the new terminal and pipeline facility would require 274.7 acres. Displaced acreage would include 0.7 acres of prime farmland soils currently in industrial use for the terminal and 234.8 acres of such soils for pipeline construction, approximately 5.5 acres of wetland, tidal flats, and sea grass beds as well as shrubland and grassland habitat. Though the project would lie within an area providing habitat for 22 federally protected species, none would be significantly affected by the terminal or pipeline. Essential fish habitat for three shellfish species and two finfish species could be affected. The two storage tanks used by the LNG terminal and aboveground pipeline facilities would mar visual aesthetic in the area. Ship traffic within the Corpus Christi Channel would increase somewhat, increasing the possibility of collisions within the bay. Cultural resource surveys for historic and archaeological sites have not been completed, but none have been found in the project impact area to this date. In the unlikely event of a severe accident or terrorist attach, significant levels of volatile gas could be released into the atmosphere in the vicinity of the terminal and/or pipeline corridor. 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.), and Natural Gas Act (15 U.S.C. 717 f(c)). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0309D, Volume 29, Number 3.
JF  - EPA number: 050242, 478 pages, June 10, 2005
PY  - 2005
VL  - 2
KW  - Energy
KW  - Agency number: FERC/EIS-177F
KW  - Bays
KW  - Coastal Zones
KW  - Dredging
KW  - Farm Management
KW  - Fisheries
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Harbors
KW  - Natural Gas
KW  - Pipelines
KW  - Safety
KW  - Shellfish
KW  - Storage
KW  - Terminal Facilities
KW  - Vegetation
KW  - Visual Resources
KW  - Waterways
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Corpus Christi Bay
KW  - Gulf of Mexico
KW  - Texas
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  - River and Harbor Act of 1899, compliance
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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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: June 10, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MAY PASS ENERGY HUB DEEPWATER PORT LICENSE APPLICATION, GULF OF MEXICO, 16 MILES SOUTH OF VENICE, LOUISIANA. [Part 1 of 1]
T2  - MAY PASS ENERGY HUB DEEPWATER PORT LICENSE APPLICATION, GULF OF MEXICO, 16 MILES SOUTH OF VENICE, LOUISIANA.
AN  - 36371651; 050690D-050239_0001
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, FreeportMoRan 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 (bfcd). The vaporization facilities would provide for a peak capacity of 1.6 bfcd 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 draft 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, main and ambient noise levels 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.).
JF  - EPA number: 050239, 755 pages, June 10, 2005
PY  - 2005
VL  - 1
KW  - Water
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 10, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MAY PASS ENERGY HUB DEEPWATER PORT LICENSE APPLICATION, GULF OF MEXICO, 16 MILES SOUTH OF VENICE, LOUISIANA.
AN  - 16342423; 11566
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, FreeportMoRan 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 (bfcd). The vaporization facilities would provide for a peak capacity of 1.6 bfcd 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 draft 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, main and ambient noise levels 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.).
JF  - EPA number: 050239, 755 pages, June 10, 2005
PY  - 2005
KW  - Water
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
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: June 10, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA.
AN  - 36437946; 11561
AB  - PURPOSE: The construction of a 35-mile section of divided, four-lane, limited-access highway on new location between US 171 near the town of Stonewall in DeSoto Parish and Interstate 20 (I-20) near the town of Haughton in Bossier Parish, Louisiana is proposed. The facility would pass through Caddo Parish as well. A bridge would span the Red River south of Shreveport. The proposed highway would constitute a portion of the planned improvements to the congressionally designated High Priority Corridor 19, which would link Indianapolis, Indiana to the lower Rio Grande Valley in Texas. Six alternative alignments are considered in this draft EIS. Estimated costs for rights-of-way acquisition and construction under the preferred alternative (Line 6) are estimated at $40.7 million and $505.4 million. POSITIVE IMPACTS: The project would complete a Section 15 of and Independent Utility facility; improve international and interstate movement of freight and people; facilitate economic development and enhance economic growth domestically and internationally; improve intermodal connectivity of existing truck, rail, and port transportation modes, including the Port of Shreveport-Bossier; and complete transportation improvements identified in the Shreveport-Bossier Metropolitan Area Transportation Plan. NEGATIVE IMPACTS: Rights-of-way requirements under the preferred alternative would result in the displacement of four houses, 10 mobile homes, one business, and one church as well as 42.9 acres of wetlands across 24 sites and 268.7 acres of 100-year floodplain. One historic site, potentially eligible for listing in the National Register of Historic Places, would be affected, as would 25.3 acres of Red River alluvial valley and 27.8 acres of upland highly likely to contain archaeological resource sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 51 sensitive receptor sites. Construction activities would affect three water wells, one producing oil well and six producing gas wells, and at least one hazardous material site. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050234, 276 pages and maps, June 8, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-05-02-D
KW  - Archaeological Sites
KW  - Bridges
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Natural Gas
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Oil Production
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Louisiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: June 8, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - I-75 FROM M-102 TO M-59, OAKLAND COUNTY, MICHIGAN.
AN  - 36436950; 11560
AB  - PURPOSE: The widening and reconstruction of an 18-mile section of Interstate 75 (I-75) from Michigan 102 (M-102) to M-59 in Oakland County, Michigan are proposed. I-75, the main north-south roadway through Oakland County, suffers from congestion during peak periods that will get more severe and extend through greater portions of the day as traffic levels increase. The current facility provides three lanes in each direction through most of the county; four lanes are provided between M-102 (8 Mile Road) and I-696, but the fourth lane is considered an auxiliary lane rather than a through travel lane. The proposed project would widen the entire 18-mile section of I-75 to four travel lanes to connect the four-lane sections north of Square Lake Road and south of M-102. The project would include reconstruction of the 12 Mile Road and 14 Mile Road interchanges. In addition to two build alternatives, a No-Build Alternative and three transportation management alternatives are considered in the final EIS. The build alternatives and No-Build Alternative have been retained as feasible for detailed consideration in this final EIS. Cost of the preferred alternative is estimated at $572 million (2005 dollars). POSITIVE IMPACTS: By providing a standard four-lane freeway to connect two other sections of such freeway, the project would improve traffic flow and the safety of traffic movements within the corridor. Congestion within the corridor would decline significantly and projected traffic volumes would be accommodated adequately. Added traffic capacity would respond to growth in the county and support the focal point of Michigan's economic growth. Improvement of traffic flows would reduce the level of pollutants regionally. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 11 residential and two business units and the loss of 0.4 acres of wetlands. Traffic-generated noise levels would exceed federal standards in the vicinity of 466 dwelling units, one school, and five churches; only the number of dwelling units would increase, by 26 dwelling units, as compared to the No-Build Alternative. The project would traverse the River Rogue twice and 10 county drains. One site containing contaminated materials could 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 04-0328D, Volume 28, Number 3.
JF  - EPA number: 050233, 441 pages and maps, June 8, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-MI-EIS-03-01-D
KW  - Bridges
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Transportation
KW  - Wetlands
KW  - Michigan
KW  - Uniform Relocation Assistance and Real Property Acquisition, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Lansing, Michigan; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: June 8, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA. [Part 15 of 23]
T2  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA.
AN  - 36379955; 050648D-050234_0015
AB  - PURPOSE: The construction of a 35-mile section of divided, four-lane, limited-access highway on new location between US 171 near the town of Stonewall in DeSoto Parish and Interstate 20 (I-20) near the town of Haughton in Bossier Parish, Louisiana is proposed. The facility would pass through Caddo Parish as well. A bridge would span the Red River south of Shreveport. The proposed highway would constitute a portion of the planned improvements to the congressionally designated High Priority Corridor 19, which would link Indianapolis, Indiana to the lower Rio Grande Valley in Texas. Six alternative alignments are considered in this draft EIS. Estimated costs for rights-of-way acquisition and construction under the preferred alternative (Line 6) are estimated at $40.7 million and $505.4 million. POSITIVE IMPACTS: The project would complete a Section 15 of and Independent Utility facility; improve international and interstate movement of freight and people; facilitate economic development and enhance economic growth domestically and internationally; improve intermodal connectivity of existing truck, rail, and port transportation modes, including the Port of Shreveport-Bossier; and complete transportation improvements identified in the Shreveport-Bossier Metropolitan Area Transportation Plan. NEGATIVE IMPACTS: Rights-of-way requirements under the preferred alternative would result in the displacement of four houses, 10 mobile homes, one business, and one church as well as 42.9 acres of wetlands across 24 sites and 268.7 acres of 100-year floodplain. One historic site, potentially eligible for listing in the National Register of Historic Places, would be affected, as would 25.3 acres of Red River alluvial valley and 27.8 acres of upland highly likely to contain archaeological resource sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 51 sensitive receptor sites. Construction activities would affect three water wells, one producing oil well and six producing gas wells, and at least one hazardous material site. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050234, 276 pages and maps, June 8, 2005
PY  - 2005
VL  - 15
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-05-02-D
KW  - Archaeological Sites
KW  - Bridges
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Natural Gas
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Oil Production
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Louisiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 8, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA. [Part 10 of 23]
T2  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA.
AN  - 36379869; 050648D-050234_0010
AB  - PURPOSE: The construction of a 35-mile section of divided, four-lane, limited-access highway on new location between US 171 near the town of Stonewall in DeSoto Parish and Interstate 20 (I-20) near the town of Haughton in Bossier Parish, Louisiana is proposed. The facility would pass through Caddo Parish as well. A bridge would span the Red River south of Shreveport. The proposed highway would constitute a portion of the planned improvements to the congressionally designated High Priority Corridor 19, which would link Indianapolis, Indiana to the lower Rio Grande Valley in Texas. Six alternative alignments are considered in this draft EIS. Estimated costs for rights-of-way acquisition and construction under the preferred alternative (Line 6) are estimated at $40.7 million and $505.4 million. POSITIVE IMPACTS: The project would complete a Section 15 of and Independent Utility facility; improve international and interstate movement of freight and people; facilitate economic development and enhance economic growth domestically and internationally; improve intermodal connectivity of existing truck, rail, and port transportation modes, including the Port of Shreveport-Bossier; and complete transportation improvements identified in the Shreveport-Bossier Metropolitan Area Transportation Plan. NEGATIVE IMPACTS: Rights-of-way requirements under the preferred alternative would result in the displacement of four houses, 10 mobile homes, one business, and one church as well as 42.9 acres of wetlands across 24 sites and 268.7 acres of 100-year floodplain. One historic site, potentially eligible for listing in the National Register of Historic Places, would be affected, as would 25.3 acres of Red River alluvial valley and 27.8 acres of upland highly likely to contain archaeological resource sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 51 sensitive receptor sites. Construction activities would affect three water wells, one producing oil well and six producing gas wells, and at least one hazardous material site. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050234, 276 pages and maps, June 8, 2005
PY  - 2005
VL  - 10
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-05-02-D
KW  - Archaeological Sites
KW  - Bridges
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Natural Gas
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Oil Production
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Louisiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 8, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA. [Part 23 of 23]
T2  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA.
AN  - 36374125; 050648D-050234_0023
AB  - PURPOSE: The construction of a 35-mile section of divided, four-lane, limited-access highway on new location between US 171 near the town of Stonewall in DeSoto Parish and Interstate 20 (I-20) near the town of Haughton in Bossier Parish, Louisiana is proposed. The facility would pass through Caddo Parish as well. A bridge would span the Red River south of Shreveport. The proposed highway would constitute a portion of the planned improvements to the congressionally designated High Priority Corridor 19, which would link Indianapolis, Indiana to the lower Rio Grande Valley in Texas. Six alternative alignments are considered in this draft EIS. Estimated costs for rights-of-way acquisition and construction under the preferred alternative (Line 6) are estimated at $40.7 million and $505.4 million. POSITIVE IMPACTS: The project would complete a Section 15 of and Independent Utility facility; improve international and interstate movement of freight and people; facilitate economic development and enhance economic growth domestically and internationally; improve intermodal connectivity of existing truck, rail, and port transportation modes, including the Port of Shreveport-Bossier; and complete transportation improvements identified in the Shreveport-Bossier Metropolitan Area Transportation Plan. NEGATIVE IMPACTS: Rights-of-way requirements under the preferred alternative would result in the displacement of four houses, 10 mobile homes, one business, and one church as well as 42.9 acres of wetlands across 24 sites and 268.7 acres of 100-year floodplain. One historic site, potentially eligible for listing in the National Register of Historic Places, would be affected, as would 25.3 acres of Red River alluvial valley and 27.8 acres of upland highly likely to contain archaeological resource sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 51 sensitive receptor sites. Construction activities would affect three water wells, one producing oil well and six producing gas wells, and at least one hazardous material site. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050234, 276 pages and maps, June 8, 2005
PY  - 2005
VL  - 23
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-05-02-D
KW  - Archaeological Sites
KW  - Bridges
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Natural Gas
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Oil Production
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Louisiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+69%2C+SECTION+OF+INDEPENDENT+UTILITY+15%2C+US+171+TO+I-20%2C+BOSSIER%2C+CADDO%2C+AND+DESOTO+PARISHES%2C+LOUISIANA.&rft.title=INTERSTATE+69%2C+SECTION+OF+INDEPENDENT+UTILITY+15%2C+US+171+TO+I-20%2C+BOSSIER%2C+CADDO%2C+AND+DESOTO+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 8, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA. [Part 21 of 23]
T2  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA.
AN  - 36374043; 050648D-050234_0021
AB  - PURPOSE: The construction of a 35-mile section of divided, four-lane, limited-access highway on new location between US 171 near the town of Stonewall in DeSoto Parish and Interstate 20 (I-20) near the town of Haughton in Bossier Parish, Louisiana is proposed. The facility would pass through Caddo Parish as well. A bridge would span the Red River south of Shreveport. The proposed highway would constitute a portion of the planned improvements to the congressionally designated High Priority Corridor 19, which would link Indianapolis, Indiana to the lower Rio Grande Valley in Texas. Six alternative alignments are considered in this draft EIS. Estimated costs for rights-of-way acquisition and construction under the preferred alternative (Line 6) are estimated at $40.7 million and $505.4 million. POSITIVE IMPACTS: The project would complete a Section 15 of and Independent Utility facility; improve international and interstate movement of freight and people; facilitate economic development and enhance economic growth domestically and internationally; improve intermodal connectivity of existing truck, rail, and port transportation modes, including the Port of Shreveport-Bossier; and complete transportation improvements identified in the Shreveport-Bossier Metropolitan Area Transportation Plan. NEGATIVE IMPACTS: Rights-of-way requirements under the preferred alternative would result in the displacement of four houses, 10 mobile homes, one business, and one church as well as 42.9 acres of wetlands across 24 sites and 268.7 acres of 100-year floodplain. One historic site, potentially eligible for listing in the National Register of Historic Places, would be affected, as would 25.3 acres of Red River alluvial valley and 27.8 acres of upland highly likely to contain archaeological resource sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 51 sensitive receptor sites. Construction activities would affect three water wells, one producing oil well and six producing gas wells, and at least one hazardous material site. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050234, 276 pages and maps, June 8, 2005
PY  - 2005
VL  - 21
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-05-02-D
KW  - Archaeological Sites
KW  - Bridges
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Natural Gas
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Oil Production
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Louisiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+69%2C+SECTION+OF+INDEPENDENT+UTILITY+15%2C+US+171+TO+I-20%2C+BOSSIER%2C+CADDO%2C+AND+DESOTO+PARISHES%2C+LOUISIANA.&rft.title=INTERSTATE+69%2C+SECTION+OF+INDEPENDENT+UTILITY+15%2C+US+171+TO+I-20%2C+BOSSIER%2C+CADDO%2C+AND+DESOTO+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 8, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA. [Part 1 of 23]
T2  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA.
AN  - 36373509; 050648D-050234_0001
AB  - PURPOSE: The construction of a 35-mile section of divided, four-lane, limited-access highway on new location between US 171 near the town of Stonewall in DeSoto Parish and Interstate 20 (I-20) near the town of Haughton in Bossier Parish, Louisiana is proposed. The facility would pass through Caddo Parish as well. A bridge would span the Red River south of Shreveport. The proposed highway would constitute a portion of the planned improvements to the congressionally designated High Priority Corridor 19, which would link Indianapolis, Indiana to the lower Rio Grande Valley in Texas. Six alternative alignments are considered in this draft EIS. Estimated costs for rights-of-way acquisition and construction under the preferred alternative (Line 6) are estimated at $40.7 million and $505.4 million. POSITIVE IMPACTS: The project would complete a Section 15 of and Independent Utility facility; improve international and interstate movement of freight and people; facilitate economic development and enhance economic growth domestically and internationally; improve intermodal connectivity of existing truck, rail, and port transportation modes, including the Port of Shreveport-Bossier; and complete transportation improvements identified in the Shreveport-Bossier Metropolitan Area Transportation Plan. NEGATIVE IMPACTS: Rights-of-way requirements under the preferred alternative would result in the displacement of four houses, 10 mobile homes, one business, and one church as well as 42.9 acres of wetlands across 24 sites and 268.7 acres of 100-year floodplain. One historic site, potentially eligible for listing in the National Register of Historic Places, would be affected, as would 25.3 acres of Red River alluvial valley and 27.8 acres of upland highly likely to contain archaeological resource sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 51 sensitive receptor sites. Construction activities would affect three water wells, one producing oil well and six producing gas wells, and at least one hazardous material site. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050234, 276 pages and maps, June 8, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-05-02-D
KW  - Archaeological Sites
KW  - Bridges
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Natural Gas
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Oil Production
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Louisiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+69%2C+SECTION+OF+INDEPENDENT+UTILITY+15%2C+US+171+TO+I-20%2C+BOSSIER%2C+CADDO%2C+AND+DESOTO+PARISHES%2C+LOUISIANA.&rft.title=INTERSTATE+69%2C+SECTION+OF+INDEPENDENT+UTILITY+15%2C+US+171+TO+I-20%2C+BOSSIER%2C+CADDO%2C+AND+DESOTO+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 8, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA. [Part 20 of 23]
T2  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA.
AN  - 36373173; 050648D-050234_0020
AB  - PURPOSE: The construction of a 35-mile section of divided, four-lane, limited-access highway on new location between US 171 near the town of Stonewall in DeSoto Parish and Interstate 20 (I-20) near the town of Haughton in Bossier Parish, Louisiana is proposed. The facility would pass through Caddo Parish as well. A bridge would span the Red River south of Shreveport. The proposed highway would constitute a portion of the planned improvements to the congressionally designated High Priority Corridor 19, which would link Indianapolis, Indiana to the lower Rio Grande Valley in Texas. Six alternative alignments are considered in this draft EIS. Estimated costs for rights-of-way acquisition and construction under the preferred alternative (Line 6) are estimated at $40.7 million and $505.4 million. POSITIVE IMPACTS: The project would complete a Section 15 of and Independent Utility facility; improve international and interstate movement of freight and people; facilitate economic development and enhance economic growth domestically and internationally; improve intermodal connectivity of existing truck, rail, and port transportation modes, including the Port of Shreveport-Bossier; and complete transportation improvements identified in the Shreveport-Bossier Metropolitan Area Transportation Plan. NEGATIVE IMPACTS: Rights-of-way requirements under the preferred alternative would result in the displacement of four houses, 10 mobile homes, one business, and one church as well as 42.9 acres of wetlands across 24 sites and 268.7 acres of 100-year floodplain. One historic site, potentially eligible for listing in the National Register of Historic Places, would be affected, as would 25.3 acres of Red River alluvial valley and 27.8 acres of upland highly likely to contain archaeological resource sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 51 sensitive receptor sites. Construction activities would affect three water wells, one producing oil well and six producing gas wells, and at least one hazardous material site. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050234, 276 pages and maps, June 8, 2005
PY  - 2005
VL  - 20
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-05-02-D
KW  - Archaeological Sites
KW  - Bridges
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Natural Gas
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Oil Production
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Louisiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+69%2C+SECTION+OF+INDEPENDENT+UTILITY+15%2C+US+171+TO+I-20%2C+BOSSIER%2C+CADDO%2C+AND+DESOTO+PARISHES%2C+LOUISIANA.&rft.title=INTERSTATE+69%2C+SECTION+OF+INDEPENDENT+UTILITY+15%2C+US+171+TO+I-20%2C+BOSSIER%2C+CADDO%2C+AND+DESOTO+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 8, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA. [Part 5 of 23]
T2  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA.
AN  - 36372775; 050648D-050234_0005
AB  - PURPOSE: The construction of a 35-mile section of divided, four-lane, limited-access highway on new location between US 171 near the town of Stonewall in DeSoto Parish and Interstate 20 (I-20) near the town of Haughton in Bossier Parish, Louisiana is proposed. The facility would pass through Caddo Parish as well. A bridge would span the Red River south of Shreveport. The proposed highway would constitute a portion of the planned improvements to the congressionally designated High Priority Corridor 19, which would link Indianapolis, Indiana to the lower Rio Grande Valley in Texas. Six alternative alignments are considered in this draft EIS. Estimated costs for rights-of-way acquisition and construction under the preferred alternative (Line 6) are estimated at $40.7 million and $505.4 million. POSITIVE IMPACTS: The project would complete a Section 15 of and Independent Utility facility; improve international and interstate movement of freight and people; facilitate economic development and enhance economic growth domestically and internationally; improve intermodal connectivity of existing truck, rail, and port transportation modes, including the Port of Shreveport-Bossier; and complete transportation improvements identified in the Shreveport-Bossier Metropolitan Area Transportation Plan. NEGATIVE IMPACTS: Rights-of-way requirements under the preferred alternative would result in the displacement of four houses, 10 mobile homes, one business, and one church as well as 42.9 acres of wetlands across 24 sites and 268.7 acres of 100-year floodplain. One historic site, potentially eligible for listing in the National Register of Historic Places, would be affected, as would 25.3 acres of Red River alluvial valley and 27.8 acres of upland highly likely to contain archaeological resource sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 51 sensitive receptor sites. Construction activities would affect three water wells, one producing oil well and six producing gas wells, and at least one hazardous material site. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050234, 276 pages and maps, June 8, 2005
PY  - 2005
VL  - 5
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-05-02-D
KW  - Archaeological Sites
KW  - Bridges
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Natural Gas
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Oil Production
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Louisiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 8, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA. [Part 11 of 23]
T2  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA.
AN  - 36372658; 050648D-050234_0011
AB  - PURPOSE: The construction of a 35-mile section of divided, four-lane, limited-access highway on new location between US 171 near the town of Stonewall in DeSoto Parish and Interstate 20 (I-20) near the town of Haughton in Bossier Parish, Louisiana is proposed. The facility would pass through Caddo Parish as well. A bridge would span the Red River south of Shreveport. The proposed highway would constitute a portion of the planned improvements to the congressionally designated High Priority Corridor 19, which would link Indianapolis, Indiana to the lower Rio Grande Valley in Texas. Six alternative alignments are considered in this draft EIS. Estimated costs for rights-of-way acquisition and construction under the preferred alternative (Line 6) are estimated at $40.7 million and $505.4 million. POSITIVE IMPACTS: The project would complete a Section 15 of and Independent Utility facility; improve international and interstate movement of freight and people; facilitate economic development and enhance economic growth domestically and internationally; improve intermodal connectivity of existing truck, rail, and port transportation modes, including the Port of Shreveport-Bossier; and complete transportation improvements identified in the Shreveport-Bossier Metropolitan Area Transportation Plan. NEGATIVE IMPACTS: Rights-of-way requirements under the preferred alternative would result in the displacement of four houses, 10 mobile homes, one business, and one church as well as 42.9 acres of wetlands across 24 sites and 268.7 acres of 100-year floodplain. One historic site, potentially eligible for listing in the National Register of Historic Places, would be affected, as would 25.3 acres of Red River alluvial valley and 27.8 acres of upland highly likely to contain archaeological resource sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 51 sensitive receptor sites. Construction activities would affect three water wells, one producing oil well and six producing gas wells, and at least one hazardous material site. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050234, 276 pages and maps, June 8, 2005
PY  - 2005
VL  - 11
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-05-02-D
KW  - Archaeological Sites
KW  - Bridges
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Natural Gas
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Oil Production
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Louisiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 8, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA. [Part 17 of 23]
T2  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA.
AN  - 36372045; 050648D-050234_0017
AB  - PURPOSE: The construction of a 35-mile section of divided, four-lane, limited-access highway on new location between US 171 near the town of Stonewall in DeSoto Parish and Interstate 20 (I-20) near the town of Haughton in Bossier Parish, Louisiana is proposed. The facility would pass through Caddo Parish as well. A bridge would span the Red River south of Shreveport. The proposed highway would constitute a portion of the planned improvements to the congressionally designated High Priority Corridor 19, which would link Indianapolis, Indiana to the lower Rio Grande Valley in Texas. Six alternative alignments are considered in this draft EIS. Estimated costs for rights-of-way acquisition and construction under the preferred alternative (Line 6) are estimated at $40.7 million and $505.4 million. POSITIVE IMPACTS: The project would complete a Section 15 of and Independent Utility facility; improve international and interstate movement of freight and people; facilitate economic development and enhance economic growth domestically and internationally; improve intermodal connectivity of existing truck, rail, and port transportation modes, including the Port of Shreveport-Bossier; and complete transportation improvements identified in the Shreveport-Bossier Metropolitan Area Transportation Plan. NEGATIVE IMPACTS: Rights-of-way requirements under the preferred alternative would result in the displacement of four houses, 10 mobile homes, one business, and one church as well as 42.9 acres of wetlands across 24 sites and 268.7 acres of 100-year floodplain. One historic site, potentially eligible for listing in the National Register of Historic Places, would be affected, as would 25.3 acres of Red River alluvial valley and 27.8 acres of upland highly likely to contain archaeological resource sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 51 sensitive receptor sites. Construction activities would affect three water wells, one producing oil well and six producing gas wells, and at least one hazardous material site. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050234, 276 pages and maps, June 8, 2005
PY  - 2005
VL  - 17
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-05-02-D
KW  - Archaeological Sites
KW  - Bridges
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Natural Gas
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Oil Production
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Louisiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 8, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA. [Part 6 of 23]
T2  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA.
AN  - 36371846; 050648D-050234_0006
AB  - PURPOSE: The construction of a 35-mile section of divided, four-lane, limited-access highway on new location between US 171 near the town of Stonewall in DeSoto Parish and Interstate 20 (I-20) near the town of Haughton in Bossier Parish, Louisiana is proposed. The facility would pass through Caddo Parish as well. A bridge would span the Red River south of Shreveport. The proposed highway would constitute a portion of the planned improvements to the congressionally designated High Priority Corridor 19, which would link Indianapolis, Indiana to the lower Rio Grande Valley in Texas. Six alternative alignments are considered in this draft EIS. Estimated costs for rights-of-way acquisition and construction under the preferred alternative (Line 6) are estimated at $40.7 million and $505.4 million. POSITIVE IMPACTS: The project would complete a Section 15 of and Independent Utility facility; improve international and interstate movement of freight and people; facilitate economic development and enhance economic growth domestically and internationally; improve intermodal connectivity of existing truck, rail, and port transportation modes, including the Port of Shreveport-Bossier; and complete transportation improvements identified in the Shreveport-Bossier Metropolitan Area Transportation Plan. NEGATIVE IMPACTS: Rights-of-way requirements under the preferred alternative would result in the displacement of four houses, 10 mobile homes, one business, and one church as well as 42.9 acres of wetlands across 24 sites and 268.7 acres of 100-year floodplain. One historic site, potentially eligible for listing in the National Register of Historic Places, would be affected, as would 25.3 acres of Red River alluvial valley and 27.8 acres of upland highly likely to contain archaeological resource sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 51 sensitive receptor sites. Construction activities would affect three water wells, one producing oil well and six producing gas wells, and at least one hazardous material site. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050234, 276 pages and maps, June 8, 2005
PY  - 2005
VL  - 6
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-05-02-D
KW  - Archaeological Sites
KW  - Bridges
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Natural Gas
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Oil Production
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Louisiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 8, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA. [Part 16 of 23]
T2  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA.
AN  - 36371836; 050648D-050234_0016
AB  - PURPOSE: The construction of a 35-mile section of divided, four-lane, limited-access highway on new location between US 171 near the town of Stonewall in DeSoto Parish and Interstate 20 (I-20) near the town of Haughton in Bossier Parish, Louisiana is proposed. The facility would pass through Caddo Parish as well. A bridge would span the Red River south of Shreveport. The proposed highway would constitute a portion of the planned improvements to the congressionally designated High Priority Corridor 19, which would link Indianapolis, Indiana to the lower Rio Grande Valley in Texas. Six alternative alignments are considered in this draft EIS. Estimated costs for rights-of-way acquisition and construction under the preferred alternative (Line 6) are estimated at $40.7 million and $505.4 million. POSITIVE IMPACTS: The project would complete a Section 15 of and Independent Utility facility; improve international and interstate movement of freight and people; facilitate economic development and enhance economic growth domestically and internationally; improve intermodal connectivity of existing truck, rail, and port transportation modes, including the Port of Shreveport-Bossier; and complete transportation improvements identified in the Shreveport-Bossier Metropolitan Area Transportation Plan. NEGATIVE IMPACTS: Rights-of-way requirements under the preferred alternative would result in the displacement of four houses, 10 mobile homes, one business, and one church as well as 42.9 acres of wetlands across 24 sites and 268.7 acres of 100-year floodplain. One historic site, potentially eligible for listing in the National Register of Historic Places, would be affected, as would 25.3 acres of Red River alluvial valley and 27.8 acres of upland highly likely to contain archaeological resource sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 51 sensitive receptor sites. Construction activities would affect three water wells, one producing oil well and six producing gas wells, and at least one hazardous material site. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050234, 276 pages and maps, June 8, 2005
PY  - 2005
VL  - 16
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-05-02-D
KW  - Archaeological Sites
KW  - Bridges
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Natural Gas
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Oil Production
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Louisiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 8, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA. [Part 2 of 23]
T2  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA.
AN  - 36371779; 050648D-050234_0002
AB  - PURPOSE: The construction of a 35-mile section of divided, four-lane, limited-access highway on new location between US 171 near the town of Stonewall in DeSoto Parish and Interstate 20 (I-20) near the town of Haughton in Bossier Parish, Louisiana is proposed. The facility would pass through Caddo Parish as well. A bridge would span the Red River south of Shreveport. The proposed highway would constitute a portion of the planned improvements to the congressionally designated High Priority Corridor 19, which would link Indianapolis, Indiana to the lower Rio Grande Valley in Texas. Six alternative alignments are considered in this draft EIS. Estimated costs for rights-of-way acquisition and construction under the preferred alternative (Line 6) are estimated at $40.7 million and $505.4 million. POSITIVE IMPACTS: The project would complete a Section 15 of and Independent Utility facility; improve international and interstate movement of freight and people; facilitate economic development and enhance economic growth domestically and internationally; improve intermodal connectivity of existing truck, rail, and port transportation modes, including the Port of Shreveport-Bossier; and complete transportation improvements identified in the Shreveport-Bossier Metropolitan Area Transportation Plan. NEGATIVE IMPACTS: Rights-of-way requirements under the preferred alternative would result in the displacement of four houses, 10 mobile homes, one business, and one church as well as 42.9 acres of wetlands across 24 sites and 268.7 acres of 100-year floodplain. One historic site, potentially eligible for listing in the National Register of Historic Places, would be affected, as would 25.3 acres of Red River alluvial valley and 27.8 acres of upland highly likely to contain archaeological resource sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 51 sensitive receptor sites. Construction activities would affect three water wells, one producing oil well and six producing gas wells, and at least one hazardous material site. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050234, 276 pages and maps, June 8, 2005
PY  - 2005
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-05-02-D
KW  - Archaeological Sites
KW  - Bridges
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Natural Gas
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Oil Production
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Louisiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 8, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA. [Part 13 of 23]
T2  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA.
AN  - 36371167; 050648D-050234_0013
AB  - PURPOSE: The construction of a 35-mile section of divided, four-lane, limited-access highway on new location between US 171 near the town of Stonewall in DeSoto Parish and Interstate 20 (I-20) near the town of Haughton in Bossier Parish, Louisiana is proposed. The facility would pass through Caddo Parish as well. A bridge would span the Red River south of Shreveport. The proposed highway would constitute a portion of the planned improvements to the congressionally designated High Priority Corridor 19, which would link Indianapolis, Indiana to the lower Rio Grande Valley in Texas. Six alternative alignments are considered in this draft EIS. Estimated costs for rights-of-way acquisition and construction under the preferred alternative (Line 6) are estimated at $40.7 million and $505.4 million. POSITIVE IMPACTS: The project would complete a Section 15 of and Independent Utility facility; improve international and interstate movement of freight and people; facilitate economic development and enhance economic growth domestically and internationally; improve intermodal connectivity of existing truck, rail, and port transportation modes, including the Port of Shreveport-Bossier; and complete transportation improvements identified in the Shreveport-Bossier Metropolitan Area Transportation Plan. NEGATIVE IMPACTS: Rights-of-way requirements under the preferred alternative would result in the displacement of four houses, 10 mobile homes, one business, and one church as well as 42.9 acres of wetlands across 24 sites and 268.7 acres of 100-year floodplain. One historic site, potentially eligible for listing in the National Register of Historic Places, would be affected, as would 25.3 acres of Red River alluvial valley and 27.8 acres of upland highly likely to contain archaeological resource sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 51 sensitive receptor sites. Construction activities would affect three water wells, one producing oil well and six producing gas wells, and at least one hazardous material site. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050234, 276 pages and maps, June 8, 2005
PY  - 2005
VL  - 13
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-05-02-D
KW  - Archaeological Sites
KW  - Bridges
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Natural Gas
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Oil Production
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Louisiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 8, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA. [Part 19 of 23]
T2  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA.
AN  - 36370711; 050648D-050234_0019
AB  - PURPOSE: The construction of a 35-mile section of divided, four-lane, limited-access highway on new location between US 171 near the town of Stonewall in DeSoto Parish and Interstate 20 (I-20) near the town of Haughton in Bossier Parish, Louisiana is proposed. The facility would pass through Caddo Parish as well. A bridge would span the Red River south of Shreveport. The proposed highway would constitute a portion of the planned improvements to the congressionally designated High Priority Corridor 19, which would link Indianapolis, Indiana to the lower Rio Grande Valley in Texas. Six alternative alignments are considered in this draft EIS. Estimated costs for rights-of-way acquisition and construction under the preferred alternative (Line 6) are estimated at $40.7 million and $505.4 million. POSITIVE IMPACTS: The project would complete a Section 15 of and Independent Utility facility; improve international and interstate movement of freight and people; facilitate economic development and enhance economic growth domestically and internationally; improve intermodal connectivity of existing truck, rail, and port transportation modes, including the Port of Shreveport-Bossier; and complete transportation improvements identified in the Shreveport-Bossier Metropolitan Area Transportation Plan. NEGATIVE IMPACTS: Rights-of-way requirements under the preferred alternative would result in the displacement of four houses, 10 mobile homes, one business, and one church as well as 42.9 acres of wetlands across 24 sites and 268.7 acres of 100-year floodplain. One historic site, potentially eligible for listing in the National Register of Historic Places, would be affected, as would 25.3 acres of Red River alluvial valley and 27.8 acres of upland highly likely to contain archaeological resource sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 51 sensitive receptor sites. Construction activities would affect three water wells, one producing oil well and six producing gas wells, and at least one hazardous material site. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050234, 276 pages and maps, June 8, 2005
PY  - 2005
VL  - 19
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-05-02-D
KW  - Archaeological Sites
KW  - Bridges
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Natural Gas
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Oil Production
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Louisiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 8, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA. [Part 18 of 23]
T2  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA.
AN  - 36370673; 050648D-050234_0018
AB  - PURPOSE: The construction of a 35-mile section of divided, four-lane, limited-access highway on new location between US 171 near the town of Stonewall in DeSoto Parish and Interstate 20 (I-20) near the town of Haughton in Bossier Parish, Louisiana is proposed. The facility would pass through Caddo Parish as well. A bridge would span the Red River south of Shreveport. The proposed highway would constitute a portion of the planned improvements to the congressionally designated High Priority Corridor 19, which would link Indianapolis, Indiana to the lower Rio Grande Valley in Texas. Six alternative alignments are considered in this draft EIS. Estimated costs for rights-of-way acquisition and construction under the preferred alternative (Line 6) are estimated at $40.7 million and $505.4 million. POSITIVE IMPACTS: The project would complete a Section 15 of and Independent Utility facility; improve international and interstate movement of freight and people; facilitate economic development and enhance economic growth domestically and internationally; improve intermodal connectivity of existing truck, rail, and port transportation modes, including the Port of Shreveport-Bossier; and complete transportation improvements identified in the Shreveport-Bossier Metropolitan Area Transportation Plan. NEGATIVE IMPACTS: Rights-of-way requirements under the preferred alternative would result in the displacement of four houses, 10 mobile homes, one business, and one church as well as 42.9 acres of wetlands across 24 sites and 268.7 acres of 100-year floodplain. One historic site, potentially eligible for listing in the National Register of Historic Places, would be affected, as would 25.3 acres of Red River alluvial valley and 27.8 acres of upland highly likely to contain archaeological resource sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 51 sensitive receptor sites. Construction activities would affect three water wells, one producing oil well and six producing gas wells, and at least one hazardous material site. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050234, 276 pages and maps, June 8, 2005
PY  - 2005
VL  - 18
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-05-02-D
KW  - Archaeological Sites
KW  - Bridges
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Natural Gas
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Oil Production
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Louisiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 8, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA. [Part 3 of 23]
T2  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA.
AN  - 36370535; 050648D-050234_0003
AB  - PURPOSE: The construction of a 35-mile section of divided, four-lane, limited-access highway on new location between US 171 near the town of Stonewall in DeSoto Parish and Interstate 20 (I-20) near the town of Haughton in Bossier Parish, Louisiana is proposed. The facility would pass through Caddo Parish as well. A bridge would span the Red River south of Shreveport. The proposed highway would constitute a portion of the planned improvements to the congressionally designated High Priority Corridor 19, which would link Indianapolis, Indiana to the lower Rio Grande Valley in Texas. Six alternative alignments are considered in this draft EIS. Estimated costs for rights-of-way acquisition and construction under the preferred alternative (Line 6) are estimated at $40.7 million and $505.4 million. POSITIVE IMPACTS: The project would complete a Section 15 of and Independent Utility facility; improve international and interstate movement of freight and people; facilitate economic development and enhance economic growth domestically and internationally; improve intermodal connectivity of existing truck, rail, and port transportation modes, including the Port of Shreveport-Bossier; and complete transportation improvements identified in the Shreveport-Bossier Metropolitan Area Transportation Plan. NEGATIVE IMPACTS: Rights-of-way requirements under the preferred alternative would result in the displacement of four houses, 10 mobile homes, one business, and one church as well as 42.9 acres of wetlands across 24 sites and 268.7 acres of 100-year floodplain. One historic site, potentially eligible for listing in the National Register of Historic Places, would be affected, as would 25.3 acres of Red River alluvial valley and 27.8 acres of upland highly likely to contain archaeological resource sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 51 sensitive receptor sites. Construction activities would affect three water wells, one producing oil well and six producing gas wells, and at least one hazardous material site. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050234, 276 pages and maps, June 8, 2005
PY  - 2005
VL  - 3
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-05-02-D
KW  - Archaeological Sites
KW  - Bridges
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Natural Gas
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Oil Production
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Louisiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+69%2C+SECTION+OF+INDEPENDENT+UTILITY+15%2C+US+171+TO+I-20%2C+BOSSIER%2C+CADDO%2C+AND+DESOTO+PARISHES%2C+LOUISIANA.&rft.title=INTERSTATE+69%2C+SECTION+OF+INDEPENDENT+UTILITY+15%2C+US+171+TO+I-20%2C+BOSSIER%2C+CADDO%2C+AND+DESOTO+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 8, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA. [Part 9 of 23]
T2  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA.
AN  - 36370273; 050648D-050234_0009
AB  - PURPOSE: The construction of a 35-mile section of divided, four-lane, limited-access highway on new location between US 171 near the town of Stonewall in DeSoto Parish and Interstate 20 (I-20) near the town of Haughton in Bossier Parish, Louisiana is proposed. The facility would pass through Caddo Parish as well. A bridge would span the Red River south of Shreveport. The proposed highway would constitute a portion of the planned improvements to the congressionally designated High Priority Corridor 19, which would link Indianapolis, Indiana to the lower Rio Grande Valley in Texas. Six alternative alignments are considered in this draft EIS. Estimated costs for rights-of-way acquisition and construction under the preferred alternative (Line 6) are estimated at $40.7 million and $505.4 million. POSITIVE IMPACTS: The project would complete a Section 15 of and Independent Utility facility; improve international and interstate movement of freight and people; facilitate economic development and enhance economic growth domestically and internationally; improve intermodal connectivity of existing truck, rail, and port transportation modes, including the Port of Shreveport-Bossier; and complete transportation improvements identified in the Shreveport-Bossier Metropolitan Area Transportation Plan. NEGATIVE IMPACTS: Rights-of-way requirements under the preferred alternative would result in the displacement of four houses, 10 mobile homes, one business, and one church as well as 42.9 acres of wetlands across 24 sites and 268.7 acres of 100-year floodplain. One historic site, potentially eligible for listing in the National Register of Historic Places, would be affected, as would 25.3 acres of Red River alluvial valley and 27.8 acres of upland highly likely to contain archaeological resource sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 51 sensitive receptor sites. Construction activities would affect three water wells, one producing oil well and six producing gas wells, and at least one hazardous material site. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050234, 276 pages and maps, June 8, 2005
PY  - 2005
VL  - 9
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-05-02-D
KW  - Archaeological Sites
KW  - Bridges
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Natural Gas
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Oil Production
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Louisiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 8, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-75 FROM M-102 TO M-59, OAKLAND COUNTY, MICHIGAN. [Part 1 of 1]
T2  - I-75 FROM M-102 TO M-59, OAKLAND COUNTY, MICHIGAN.
AN  - 36370202; 050647F-050233_0001
AB  - PURPOSE: The widening and reconstruction of an 18-mile section of Interstate 75 (I-75) from Michigan 102 (M-102) to M-59 in Oakland County, Michigan are proposed. I-75, the main north-south roadway through Oakland County, suffers from congestion during peak periods that will get more severe and extend through greater portions of the day as traffic levels increase. The current facility provides three lanes in each direction through most of the county; four lanes are provided between M-102 (8 Mile Road) and I-696, but the fourth lane is considered an auxiliary lane rather than a through travel lane. The proposed project would widen the entire 18-mile section of I-75 to four travel lanes to connect the four-lane sections north of Square Lake Road and south of M-102. The project would include reconstruction of the 12 Mile Road and 14 Mile Road interchanges. In addition to two build alternatives, a No-Build Alternative and three transportation management alternatives are considered in the final EIS. The build alternatives and No-Build Alternative have been retained as feasible for detailed consideration in this final EIS. Cost of the preferred alternative is estimated at $572 million (2005 dollars). POSITIVE IMPACTS: By providing a standard four-lane freeway to connect two other sections of such freeway, the project would improve traffic flow and the safety of traffic movements within the corridor. Congestion within the corridor would decline significantly and projected traffic volumes would be accommodated adequately. Added traffic capacity would respond to growth in the county and support the focal point of Michigan's economic growth. Improvement of traffic flows would reduce the level of pollutants regionally. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 11 residential and two business units and the loss of 0.4 acres of wetlands. Traffic-generated noise levels would exceed federal standards in the vicinity of 466 dwelling units, one school, and five churches; only the number of dwelling units would increase, by 26 dwelling units, as compared to the No-Build Alternative. The project would traverse the River Rogue twice and 10 county drains. One site containing contaminated materials could 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 04-0328D, Volume 28, Number 3.
JF  - EPA number: 050233, 441 pages and maps, June 8, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-MI-EIS-03-01-D
KW  - Bridges
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Transportation
KW  - Wetlands
KW  - Michigan
KW  - Uniform Relocation Assistance and Real Property Acquisition, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370202?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=I-75+FROM+M-102+TO+M-59%2C+OAKLAND+COUNTY%2C+MICHIGAN.&rft.title=I-75+FROM+M-102+TO+M-59%2C+OAKLAND+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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: June 8, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA. [Part 14 of 23]
T2  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA.
AN  - 36369807; 050648D-050234_0014
AB  - PURPOSE: The construction of a 35-mile section of divided, four-lane, limited-access highway on new location between US 171 near the town of Stonewall in DeSoto Parish and Interstate 20 (I-20) near the town of Haughton in Bossier Parish, Louisiana is proposed. The facility would pass through Caddo Parish as well. A bridge would span the Red River south of Shreveport. The proposed highway would constitute a portion of the planned improvements to the congressionally designated High Priority Corridor 19, which would link Indianapolis, Indiana to the lower Rio Grande Valley in Texas. Six alternative alignments are considered in this draft EIS. Estimated costs for rights-of-way acquisition and construction under the preferred alternative (Line 6) are estimated at $40.7 million and $505.4 million. POSITIVE IMPACTS: The project would complete a Section 15 of and Independent Utility facility; improve international and interstate movement of freight and people; facilitate economic development and enhance economic growth domestically and internationally; improve intermodal connectivity of existing truck, rail, and port transportation modes, including the Port of Shreveport-Bossier; and complete transportation improvements identified in the Shreveport-Bossier Metropolitan Area Transportation Plan. NEGATIVE IMPACTS: Rights-of-way requirements under the preferred alternative would result in the displacement of four houses, 10 mobile homes, one business, and one church as well as 42.9 acres of wetlands across 24 sites and 268.7 acres of 100-year floodplain. One historic site, potentially eligible for listing in the National Register of Historic Places, would be affected, as would 25.3 acres of Red River alluvial valley and 27.8 acres of upland highly likely to contain archaeological resource sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 51 sensitive receptor sites. Construction activities would affect three water wells, one producing oil well and six producing gas wells, and at least one hazardous material site. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050234, 276 pages and maps, June 8, 2005
PY  - 2005
VL  - 14
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-05-02-D
KW  - Archaeological Sites
KW  - Bridges
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Natural Gas
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Oil Production
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Louisiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-08&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+69%2C+SECTION+OF+INDEPENDENT+UTILITY+15%2C+US+171+TO+I-20%2C+BOSSIER%2C+CADDO%2C+AND+DESOTO+PARISHES%2C+LOUISIANA.&rft.title=INTERSTATE+69%2C+SECTION+OF+INDEPENDENT+UTILITY+15%2C+US+171+TO+I-20%2C+BOSSIER%2C+CADDO%2C+AND+DESOTO+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 8, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA. [Part 12 of 23]
T2  - INTERSTATE 69, SECTION OF INDEPENDENT UTILITY 15, US 171 TO I-20, BOSSIER, CADDO, AND DESOTO PARISHES, LOUISIANA.
AN  - 36369581; 050648D-050234_0012
AB  - PURPOSE: The construction of a 35-mile section of divided, four-lane, limited-access highway on new location between US 171 near the town of Stonewall in DeSoto Parish and Interstate 20 (I-20) near the town of Haughton in Bossier Parish, Louisiana is proposed. The facility would pass through Caddo Parish as well. A bridge would span the Red River south of Shreveport. The proposed highway would constitute a portion of the planned improvements to the congressionally designated High Priority Corridor 19, which would link Indianapolis, Indiana to the lower Rio Grande Valley in Texas. Six alternative alignments are considered in this draft EIS. Estimated costs for rights-of-way acquisition and construction under the preferred alternative (Line 6) are estimated at $40.7 million and $505.4 million. POSITIVE IMPACTS: The project would complete a Section 15 of and Independent Utility facility; improve international and interstate movement of freight and people; facilitate economic development and enhance economic growth domestically and internationally; improve intermodal connectivity of existing truck, rail, and port transportation modes, including the Port of Shreveport-Bossier; and complete transportation improvements identified in the Shreveport-Bossier Metropolitan Area Transportation Plan. NEGATIVE IMPACTS: Rights-of-way requirements under the preferred alternative would result in the displacement of four houses, 10 mobile homes, one business, and one church as well as 42.9 acres of wetlands across 24 sites and 268.7 acres of 100-year floodplain. One historic site, potentially eligible for listing in the National Register of Historic Places, would be affected, as would 25.3 acres of Red River alluvial valley and 27.8 acres of upland highly likely to contain archaeological resource sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 51 sensitive receptor sites. Construction activities would affect three water wells, one producing oil well and six producing gas wells, and at least one hazardous material site. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), General Bridge Act of 1946 (33 U.S.C. 535), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050234, 276 pages and maps, June 8, 2005
PY  - 2005
VL  - 12
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-05-02-D
KW  - Archaeological Sites
KW  - Bridges
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Natural Gas
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Oil Production
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Louisiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - General Bridge Act of 1946, Coast Guard Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 8, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - BYPASS ELEMENT LOCATION (TIER 1: DUNDEE TRANSPORTATION IMPROVEMENT PROJECT, PACIFIC HIGHWAY WEST, YAMHILL COUNTY, OREGON.) [Part 3 of 3]
T2  - BYPASS ELEMENT LOCATION (TIER 1: DUNDEE TRANSPORTATION IMPROVEMENT PROJECT, PACIFIC HIGHWAY WEST, YAMHILL COUNTY, OREGON.)
AN  - 36371801; 050646F-050232_0003
AB  - PURPOSE: The improvement of Oregon 99W in the Newberg-Dundee area of Yamhill County, Oregon is proposed. Over the past decade, traffic on Oregon 99W in downtown Newberg and Dundee increased by 40 percent, resulting in congestion and serious traffic delays. Traffic congestion within the cities has created an unhealthy economic and social environment. Nine alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives differ primarily in their corridor locations and in the number and location of access points. The corridors would be approximately 330 feet wide, except in areas in which interchanges were planned where additional rights-of-way would be required. Each build alternative would provide for a four-lane bypass expressway. The bypass would have a landscaped median or median barrier between the opposing travel lanes as well as shoulders flanking the travel lanes. Bicycle paths would be provided either as part of the roadway cross-section or as a separate, parallel facilities. Except under one alternative, access to the bypass would be restricted to interchanges. Some local streets that cross the bypass would be rerouted around or away from the bypass or terminated at the point of intersection. All but one alternative would provide for a design speed of 55 miles per hour. The southern bypass alternatives would share a common alignment in southern and eastern Newberg, but differ in whether to place an interchange at Oregon 219. The northern bypass alternative would extend approximately 12 miles and would provide access via three interchanges; this alternative would begin east of Newberg, head north of the city, then cross Oregon 99W at an interchange between Newberg and Dundee. From south of Dundee, the northern bypass would follow the same route as the southern bypass alternatives, providing an interchange at Dundee. The preferred alternative (Modified Alternative 3-J), a combination of various alternatives considered in the draft EIS, would extend northeast across Yamhill County from the Oregon 99W/Oregon 18 intersection to Rex Hill east of Newbery. Four interchanges would provide access at Dayton, East Dundee, Oregon 219, and East Newberg. Estimated cost of the preferred alternative is $311 million. POSITIVE IMPACTS: The provision of a bypass of the urban areas would separate local and through traffic on Oregon 99W, reducing congestion within the cities, easing regional movement of vehicles, and improving safety within the affected corridor. NEGATIVE IMPACTS: Rights-of-way requirements would displace 178 to 227 acres of farmland, 111 to 175 residences, five to 22 businesses, six to 40 historically significant structures, and 27.4 to 41.5 acres of high-quality wildlife habitat. The facility would traverse 0.6 to 0.8 mile of fish-bearing stream. Traffic-generated noise would exceed federal standards in the vicinity of 26 to 163 residences. 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 03-0090D, Volume 27, Number 1.
JF  - EPA number: 050232, 301 pages, June 7, 2005
PY  - 2005
VL  - 3
KW  - Roads and Railroads
KW  - Farmlands
KW  - Fish
KW  - Highways
KW  - Highway Structures
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Streams
KW  - Transportation
KW  - Wildlife Habitat
KW  - Oregon
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BYPASS+ELEMENT+LOCATION+%28TIER+1%3A+DUNDEE+TRANSPORTATION+IMPROVEMENT+PROJECT%2C+PACIFIC+HIGHWAY+WEST%2C+YAMHILL+COUNTY%2C+OREGON.%29&rft.title=BYPASS+ELEMENT+LOCATION+%28TIER+1%3A+DUNDEE+TRANSPORTATION+IMPROVEMENT+PROJECT%2C+PACIFIC+HIGHWAY+WEST%2C+YAMHILL+COUNTY%2C+OREGON.%29&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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: June 7, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - BYPASS ELEMENT LOCATION (TIER 1: DUNDEE TRANSPORTATION IMPROVEMENT PROJECT, PACIFIC HIGHWAY WEST, YAMHILL COUNTY, OREGON.) [Part 1 of 3]
T2  - BYPASS ELEMENT LOCATION (TIER 1: DUNDEE TRANSPORTATION IMPROVEMENT PROJECT, PACIFIC HIGHWAY WEST, YAMHILL COUNTY, OREGON.)
AN  - 36369698; 050646F-050232_0001
AB  - PURPOSE: The improvement of Oregon 99W in the Newberg-Dundee area of Yamhill County, Oregon is proposed. Over the past decade, traffic on Oregon 99W in downtown Newberg and Dundee increased by 40 percent, resulting in congestion and serious traffic delays. Traffic congestion within the cities has created an unhealthy economic and social environment. Nine alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives differ primarily in their corridor locations and in the number and location of access points. The corridors would be approximately 330 feet wide, except in areas in which interchanges were planned where additional rights-of-way would be required. Each build alternative would provide for a four-lane bypass expressway. The bypass would have a landscaped median or median barrier between the opposing travel lanes as well as shoulders flanking the travel lanes. Bicycle paths would be provided either as part of the roadway cross-section or as a separate, parallel facilities. Except under one alternative, access to the bypass would be restricted to interchanges. Some local streets that cross the bypass would be rerouted around or away from the bypass or terminated at the point of intersection. All but one alternative would provide for a design speed of 55 miles per hour. The southern bypass alternatives would share a common alignment in southern and eastern Newberg, but differ in whether to place an interchange at Oregon 219. The northern bypass alternative would extend approximately 12 miles and would provide access via three interchanges; this alternative would begin east of Newberg, head north of the city, then cross Oregon 99W at an interchange between Newberg and Dundee. From south of Dundee, the northern bypass would follow the same route as the southern bypass alternatives, providing an interchange at Dundee. The preferred alternative (Modified Alternative 3-J), a combination of various alternatives considered in the draft EIS, would extend northeast across Yamhill County from the Oregon 99W/Oregon 18 intersection to Rex Hill east of Newbery. Four interchanges would provide access at Dayton, East Dundee, Oregon 219, and East Newberg. Estimated cost of the preferred alternative is $311 million. POSITIVE IMPACTS: The provision of a bypass of the urban areas would separate local and through traffic on Oregon 99W, reducing congestion within the cities, easing regional movement of vehicles, and improving safety within the affected corridor. NEGATIVE IMPACTS: Rights-of-way requirements would displace 178 to 227 acres of farmland, 111 to 175 residences, five to 22 businesses, six to 40 historically significant structures, and 27.4 to 41.5 acres of high-quality wildlife habitat. The facility would traverse 0.6 to 0.8 mile of fish-bearing stream. Traffic-generated noise would exceed federal standards in the vicinity of 26 to 163 residences. 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 03-0090D, Volume 27, Number 1.
JF  - EPA number: 050232, 301 pages, June 7, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Farmlands
KW  - Fish
KW  - Highways
KW  - Highway Structures
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Streams
KW  - Transportation
KW  - Wildlife Habitat
KW  - Oregon
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: June 7, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - BYPASS ELEMENT LOCATION (TIER 1: DUNDEE TRANSPORTATION IMPROVEMENT PROJECT, PACIFIC HIGHWAY WEST, YAMHILL COUNTY, OREGON.) [Part 2 of 3]
T2  - BYPASS ELEMENT LOCATION (TIER 1: DUNDEE TRANSPORTATION IMPROVEMENT PROJECT, PACIFIC HIGHWAY WEST, YAMHILL COUNTY, OREGON.)
AN  - 36369420; 050646F-050232_0002
AB  - PURPOSE: The improvement of Oregon 99W in the Newberg-Dundee area of Yamhill County, Oregon is proposed. Over the past decade, traffic on Oregon 99W in downtown Newberg and Dundee increased by 40 percent, resulting in congestion and serious traffic delays. Traffic congestion within the cities has created an unhealthy economic and social environment. Nine alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives differ primarily in their corridor locations and in the number and location of access points. The corridors would be approximately 330 feet wide, except in areas in which interchanges were planned where additional rights-of-way would be required. Each build alternative would provide for a four-lane bypass expressway. The bypass would have a landscaped median or median barrier between the opposing travel lanes as well as shoulders flanking the travel lanes. Bicycle paths would be provided either as part of the roadway cross-section or as a separate, parallel facilities. Except under one alternative, access to the bypass would be restricted to interchanges. Some local streets that cross the bypass would be rerouted around or away from the bypass or terminated at the point of intersection. All but one alternative would provide for a design speed of 55 miles per hour. The southern bypass alternatives would share a common alignment in southern and eastern Newberg, but differ in whether to place an interchange at Oregon 219. The northern bypass alternative would extend approximately 12 miles and would provide access via three interchanges; this alternative would begin east of Newberg, head north of the city, then cross Oregon 99W at an interchange between Newberg and Dundee. From south of Dundee, the northern bypass would follow the same route as the southern bypass alternatives, providing an interchange at Dundee. The preferred alternative (Modified Alternative 3-J), a combination of various alternatives considered in the draft EIS, would extend northeast across Yamhill County from the Oregon 99W/Oregon 18 intersection to Rex Hill east of Newbery. Four interchanges would provide access at Dayton, East Dundee, Oregon 219, and East Newberg. Estimated cost of the preferred alternative is $311 million. POSITIVE IMPACTS: The provision of a bypass of the urban areas would separate local and through traffic on Oregon 99W, reducing congestion within the cities, easing regional movement of vehicles, and improving safety within the affected corridor. NEGATIVE IMPACTS: Rights-of-way requirements would displace 178 to 227 acres of farmland, 111 to 175 residences, five to 22 businesses, six to 40 historically significant structures, and 27.4 to 41.5 acres of high-quality wildlife habitat. The facility would traverse 0.6 to 0.8 mile of fish-bearing stream. Traffic-generated noise would exceed federal standards in the vicinity of 26 to 163 residences. 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 03-0090D, Volume 27, Number 1.
JF  - EPA number: 050232, 301 pages, June 7, 2005
PY  - 2005
VL  - 2
KW  - Roads and Railroads
KW  - Farmlands
KW  - Fish
KW  - Highways
KW  - Highway Structures
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Streams
KW  - Transportation
KW  - Wildlife Habitat
KW  - Oregon
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: June 7, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - BYPASS ELEMENT LOCATION (TIER 1: DUNDEE TRANSPORTATION IMPROVEMENT PROJECT, PACIFIC HIGHWAY WEST, YAMHILL COUNTY, OREGON.)
AN  - 16356515; 11559
AB  - PURPOSE: The improvement of Oregon 99W in the Newberg-Dundee area of Yamhill County, Oregon is proposed. Over the past decade, traffic on Oregon 99W in downtown Newberg and Dundee increased by 40 percent, resulting in congestion and serious traffic delays. Traffic congestion within the cities has created an unhealthy economic and social environment. Nine alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives differ primarily in their corridor locations and in the number and location of access points. The corridors would be approximately 330 feet wide, except in areas in which interchanges were planned where additional rights-of-way would be required. Each build alternative would provide for a four-lane bypass expressway. The bypass would have a landscaped median or median barrier between the opposing travel lanes as well as shoulders flanking the travel lanes. Bicycle paths would be provided either as part of the roadway cross-section or as a separate, parallel facilities. Except under one alternative, access to the bypass would be restricted to interchanges. Some local streets that cross the bypass would be rerouted around or away from the bypass or terminated at the point of intersection. All but one alternative would provide for a design speed of 55 miles per hour. The southern bypass alternatives would share a common alignment in southern and eastern Newberg, but differ in whether to place an interchange at Oregon 219. The northern bypass alternative would extend approximately 12 miles and would provide access via three interchanges; this alternative would begin east of Newberg, head north of the city, then cross Oregon 99W at an interchange between Newberg and Dundee. From south of Dundee, the northern bypass would follow the same route as the southern bypass alternatives, providing an interchange at Dundee. The preferred alternative (Modified Alternative 3-J), a combination of various alternatives considered in the draft EIS, would extend northeast across Yamhill County from the Oregon 99W/Oregon 18 intersection to Rex Hill east of Newbery. Four interchanges would provide access at Dayton, East Dundee, Oregon 219, and East Newberg. Estimated cost of the preferred alternative is $311 million. POSITIVE IMPACTS: The provision of a bypass of the urban areas would separate local and through traffic on Oregon 99W, reducing congestion within the cities, easing regional movement of vehicles, and improving safety within the affected corridor. NEGATIVE IMPACTS: Rights-of-way requirements would displace 178 to 227 acres of farmland, 111 to 175 residences, five to 22 businesses, six to 40 historically significant structures, and 27.4 to 41.5 acres of high-quality wildlife habitat. The facility would traverse 0.6 to 0.8 mile of fish-bearing stream. Traffic-generated noise would exceed federal standards in the vicinity of 26 to 163 residences. 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 03-0090D, Volume 27, Number 1.
JF  - EPA number: 050232, 301 pages, June 7, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Farmlands
KW  - Fish
KW  - Highways
KW  - Highway Structures
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Streams
KW  - Transportation
KW  - Wildlife Habitat
KW  - Oregon
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: June 7, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA.
AN  - 36446506; 11554
AB  - PURPOSE: The improvement to Route 460 and Route 58 from the interchange of Route 460 and Interstate 295 (I-295) to the interchange of Route 460 and Route 58 along the Suffolk Bypass in Prince George, Sussex, Surry, and Southampton counties, as well as within the Isle of Wight and the city of Suffolk, in Virginia is proposed. The study corridor extends 55 miles and is bordered by Route 10 to the north, the city of Hopewell and I-295 to the west, Route 58 to the east, and a line three miles south of the Norfolk Southern rail line to the south. Route 460 is characterized by design and operation deficiencies that cause safety and mobility problems. Crash rates for Route 460 are higher than other rural principal arterial roadways in the state. Truck traffic along the highway are higher than national averages for rural roads with similar functional classifications and are forecast to grow due to expansions at the Port of Virginia. In addition to a No-Build Alternative and a transportation systems management alternative, this draft EIS considers three alignment alternatives. Alternative CBA 1 would provide for a new alignment south of existing Route 460, beginning along Route 460 in the Kings Fork area of the Suffolk and ending at I-295 and including nine interchanges. Alternative CBA 2 would follow the alignment of existing Route 460, but would include northern bypasses around Windsor, Zuni, Ivor Wakefield, Waverly, and Disputanta. East of Windsor and throughout Suffolk, CBA 2 would be located on a new alignment, Along each bypass, access points would be provided to existing Route 460 and the secondary roads that lead to the towns, including Route 258 in Windsor, Route 620 in north of Ivor, Route 31 north of Wakefield, Route 40 north of Waverly, Route 625 north of Disputanta Route 156 in Prince George County, and I-295. Alternative CBA 3 would follow a new alignment generally north of existing Route 460. The CBA 2 alignment would be the same as that for CBA2 from Suffolk to Windsor, where it would continue north of existing Route 460. At Wakefield and Waverly, the alignment would join the alignment of the bypasses for CBA 2. West of Waverly, the alignment would continue northward toward the center of the study area north of the Blackwater River. Nine interchanges would provide access to the limited access facility. Capital costs of alternatives CB1, CB2, and CB3 are estimated at $522 million, $665 million, and $550 million, respectively. POSITIVE IMPACTS: In addition to addressing and ameliorating the abovementioned problems, the project would reduce travel delay as traffic volumes increase, provide adequate hurricane evacuation capability for Southside Hampton Roads communities; improve strategic military connectivity on a highway designated as part of the Strategic Highway Network by the Department of Defense and the Federal Highway Administration, and support regional economic development plans. NEGATIVE IMPACTS: Depending on the alternative selected, rights-of-way requirements would result in the displacement of 517 to 707 agriculturally zoned land, 617 to 1,153 acres of prime farmland, up to 10 acres in agricultural and foresal districts, three to 41 acres of commercially and industrially zoned land, 1,420 to 1,987 acres of wetlands and forested land, 32 to 66 residences, one or two institutional facilities, and up to 18 businesses. Community cohesion in five to eight neighborhoods would be compromised. The project would affect 10,661 to 11,529 linear feet of perennial stream and 13,401 to 26,360 linear feet of intermittent streams. One regulatory wellhead protection area could be affected. From 58 to 85 acres of floodplains and three or four regulated floodways would be traversed. The highway project would affect an undetermined number of archaeological sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 to 182 residences and one or two schools or churches; 40 to 51 sites could benefit from noise control barriers. Up to 14 sites containing hazardous materials could be encountered during construction. The highway would encroach visually on three of four sensitive areas, 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: 050228, 223 pages and maps, June 3, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Farmlands
KW  - Floodplains
KW  - Floodways
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Hurricanes
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Virginia
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/36446506?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+460+LOCATION+STUDY%2C+PRINCE+GEORGE+COUNTY%2C+VIRGINIA.&rft.title=ROUTE+460+LOCATION+STUDY%2C+PRINCE+GEORGE+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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: June 3, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA. [Part 2 of 14]
T2  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA.
AN  - 36372286; 050645D-050228_0002
AB  - PURPOSE: The improvement to Route 460 and Route 58 from the interchange of Route 460 and Interstate 295 (I-295) to the interchange of Route 460 and Route 58 along the Suffolk Bypass in Prince George, Sussex, Surry, and Southampton counties, as well as within the Isle of Wight and the city of Suffolk, in Virginia is proposed. The study corridor extends 55 miles and is bordered by Route 10 to the north, the city of Hopewell and I-295 to the west, Route 58 to the east, and a line three miles south of the Norfolk Southern rail line to the south. Route 460 is characterized by design and operation deficiencies that cause safety and mobility problems. Crash rates for Route 460 are higher than other rural principal arterial roadways in the state. Truck traffic along the highway are higher than national averages for rural roads with similar functional classifications and are forecast to grow due to expansions at the Port of Virginia. In addition to a No-Build Alternative and a transportation systems management alternative, this draft EIS considers three alignment alternatives. Alternative CBA 1 would provide for a new alignment south of existing Route 460, beginning along Route 460 in the Kings Fork area of the Suffolk and ending at I-295 and including nine interchanges. Alternative CBA 2 would follow the alignment of existing Route 460, but would include northern bypasses around Windsor, Zuni, Ivor Wakefield, Waverly, and Disputanta. East of Windsor and throughout Suffolk, CBA 2 would be located on a new alignment, Along each bypass, access points would be provided to existing Route 460 and the secondary roads that lead to the towns, including Route 258 in Windsor, Route 620 in north of Ivor, Route 31 north of Wakefield, Route 40 north of Waverly, Route 625 north of Disputanta Route 156 in Prince George County, and I-295. Alternative CBA 3 would follow a new alignment generally north of existing Route 460. The CBA 2 alignment would be the same as that for CBA2 from Suffolk to Windsor, where it would continue north of existing Route 460. At Wakefield and Waverly, the alignment would join the alignment of the bypasses for CBA 2. West of Waverly, the alignment would continue northward toward the center of the study area north of the Blackwater River. Nine interchanges would provide access to the limited access facility. Capital costs of alternatives CB1, CB2, and CB3 are estimated at $522 million, $665 million, and $550 million, respectively. POSITIVE IMPACTS: In addition to addressing and ameliorating the abovementioned problems, the project would reduce travel delay as traffic volumes increase, provide adequate hurricane evacuation capability for Southside Hampton Roads communities; improve strategic military connectivity on a highway designated as part of the Strategic Highway Network by the Department of Defense and the Federal Highway Administration, and support regional economic development plans. NEGATIVE IMPACTS: Depending on the alternative selected, rights-of-way requirements would result in the displacement of 517 to 707 agriculturally zoned land, 617 to 1,153 acres of prime farmland, up to 10 acres in agricultural and foresal districts, three to 41 acres of commercially and industrially zoned land, 1,420 to 1,987 acres of wetlands and forested land, 32 to 66 residences, one or two institutional facilities, and up to 18 businesses. Community cohesion in five to eight neighborhoods would be compromised. The project would affect 10,661 to 11,529 linear feet of perennial stream and 13,401 to 26,360 linear feet of intermittent streams. One regulatory wellhead protection area could be affected. From 58 to 85 acres of floodplains and three or four regulated floodways would be traversed. The highway project would affect an undetermined number of archaeological sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 to 182 residences and one or two schools or churches; 40 to 51 sites could benefit from noise control barriers. Up to 14 sites containing hazardous materials could be encountered during construction. The highway would encroach visually on three of four sensitive areas, 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: 050228, 223 pages and maps, June 3, 2005
PY  - 2005
VL  - 2
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Farmlands
KW  - Floodplains
KW  - Floodways
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Hurricanes
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Virginia
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/36372286?accountid=14244
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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: June 3, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA. [Part 12 of 14]
T2  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA.
AN  - 36371764; 050645D-050228_0012
AB  - PURPOSE: The improvement to Route 460 and Route 58 from the interchange of Route 460 and Interstate 295 (I-295) to the interchange of Route 460 and Route 58 along the Suffolk Bypass in Prince George, Sussex, Surry, and Southampton counties, as well as within the Isle of Wight and the city of Suffolk, in Virginia is proposed. The study corridor extends 55 miles and is bordered by Route 10 to the north, the city of Hopewell and I-295 to the west, Route 58 to the east, and a line three miles south of the Norfolk Southern rail line to the south. Route 460 is characterized by design and operation deficiencies that cause safety and mobility problems. Crash rates for Route 460 are higher than other rural principal arterial roadways in the state. Truck traffic along the highway are higher than national averages for rural roads with similar functional classifications and are forecast to grow due to expansions at the Port of Virginia. In addition to a No-Build Alternative and a transportation systems management alternative, this draft EIS considers three alignment alternatives. Alternative CBA 1 would provide for a new alignment south of existing Route 460, beginning along Route 460 in the Kings Fork area of the Suffolk and ending at I-295 and including nine interchanges. Alternative CBA 2 would follow the alignment of existing Route 460, but would include northern bypasses around Windsor, Zuni, Ivor Wakefield, Waverly, and Disputanta. East of Windsor and throughout Suffolk, CBA 2 would be located on a new alignment, Along each bypass, access points would be provided to existing Route 460 and the secondary roads that lead to the towns, including Route 258 in Windsor, Route 620 in north of Ivor, Route 31 north of Wakefield, Route 40 north of Waverly, Route 625 north of Disputanta Route 156 in Prince George County, and I-295. Alternative CBA 3 would follow a new alignment generally north of existing Route 460. The CBA 2 alignment would be the same as that for CBA2 from Suffolk to Windsor, where it would continue north of existing Route 460. At Wakefield and Waverly, the alignment would join the alignment of the bypasses for CBA 2. West of Waverly, the alignment would continue northward toward the center of the study area north of the Blackwater River. Nine interchanges would provide access to the limited access facility. Capital costs of alternatives CB1, CB2, and CB3 are estimated at $522 million, $665 million, and $550 million, respectively. POSITIVE IMPACTS: In addition to addressing and ameliorating the abovementioned problems, the project would reduce travel delay as traffic volumes increase, provide adequate hurricane evacuation capability for Southside Hampton Roads communities; improve strategic military connectivity on a highway designated as part of the Strategic Highway Network by the Department of Defense and the Federal Highway Administration, and support regional economic development plans. NEGATIVE IMPACTS: Depending on the alternative selected, rights-of-way requirements would result in the displacement of 517 to 707 agriculturally zoned land, 617 to 1,153 acres of prime farmland, up to 10 acres in agricultural and foresal districts, three to 41 acres of commercially and industrially zoned land, 1,420 to 1,987 acres of wetlands and forested land, 32 to 66 residences, one or two institutional facilities, and up to 18 businesses. Community cohesion in five to eight neighborhoods would be compromised. The project would affect 10,661 to 11,529 linear feet of perennial stream and 13,401 to 26,360 linear feet of intermittent streams. One regulatory wellhead protection area could be affected. From 58 to 85 acres of floodplains and three or four regulated floodways would be traversed. The highway project would affect an undetermined number of archaeological sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 to 182 residences and one or two schools or churches; 40 to 51 sites could benefit from noise control barriers. Up to 14 sites containing hazardous materials could be encountered during construction. The highway would encroach visually on three of four sensitive areas, 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: 050228, 223 pages and maps, June 3, 2005
PY  - 2005
VL  - 12
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Farmlands
KW  - Floodplains
KW  - Floodways
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Hurricanes
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Virginia
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
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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: June 3, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA. [Part 3 of 14]
T2  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA.
AN  - 36371450; 050645D-050228_0003
AB  - PURPOSE: The improvement to Route 460 and Route 58 from the interchange of Route 460 and Interstate 295 (I-295) to the interchange of Route 460 and Route 58 along the Suffolk Bypass in Prince George, Sussex, Surry, and Southampton counties, as well as within the Isle of Wight and the city of Suffolk, in Virginia is proposed. The study corridor extends 55 miles and is bordered by Route 10 to the north, the city of Hopewell and I-295 to the west, Route 58 to the east, and a line three miles south of the Norfolk Southern rail line to the south. Route 460 is characterized by design and operation deficiencies that cause safety and mobility problems. Crash rates for Route 460 are higher than other rural principal arterial roadways in the state. Truck traffic along the highway are higher than national averages for rural roads with similar functional classifications and are forecast to grow due to expansions at the Port of Virginia. In addition to a No-Build Alternative and a transportation systems management alternative, this draft EIS considers three alignment alternatives. Alternative CBA 1 would provide for a new alignment south of existing Route 460, beginning along Route 460 in the Kings Fork area of the Suffolk and ending at I-295 and including nine interchanges. Alternative CBA 2 would follow the alignment of existing Route 460, but would include northern bypasses around Windsor, Zuni, Ivor Wakefield, Waverly, and Disputanta. East of Windsor and throughout Suffolk, CBA 2 would be located on a new alignment, Along each bypass, access points would be provided to existing Route 460 and the secondary roads that lead to the towns, including Route 258 in Windsor, Route 620 in north of Ivor, Route 31 north of Wakefield, Route 40 north of Waverly, Route 625 north of Disputanta Route 156 in Prince George County, and I-295. Alternative CBA 3 would follow a new alignment generally north of existing Route 460. The CBA 2 alignment would be the same as that for CBA2 from Suffolk to Windsor, where it would continue north of existing Route 460. At Wakefield and Waverly, the alignment would join the alignment of the bypasses for CBA 2. West of Waverly, the alignment would continue northward toward the center of the study area north of the Blackwater River. Nine interchanges would provide access to the limited access facility. Capital costs of alternatives CB1, CB2, and CB3 are estimated at $522 million, $665 million, and $550 million, respectively. POSITIVE IMPACTS: In addition to addressing and ameliorating the abovementioned problems, the project would reduce travel delay as traffic volumes increase, provide adequate hurricane evacuation capability for Southside Hampton Roads communities; improve strategic military connectivity on a highway designated as part of the Strategic Highway Network by the Department of Defense and the Federal Highway Administration, and support regional economic development plans. NEGATIVE IMPACTS: Depending on the alternative selected, rights-of-way requirements would result in the displacement of 517 to 707 agriculturally zoned land, 617 to 1,153 acres of prime farmland, up to 10 acres in agricultural and foresal districts, three to 41 acres of commercially and industrially zoned land, 1,420 to 1,987 acres of wetlands and forested land, 32 to 66 residences, one or two institutional facilities, and up to 18 businesses. Community cohesion in five to eight neighborhoods would be compromised. The project would affect 10,661 to 11,529 linear feet of perennial stream and 13,401 to 26,360 linear feet of intermittent streams. One regulatory wellhead protection area could be affected. From 58 to 85 acres of floodplains and three or four regulated floodways would be traversed. The highway project would affect an undetermined number of archaeological sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 to 182 residences and one or two schools or churches; 40 to 51 sites could benefit from noise control barriers. Up to 14 sites containing hazardous materials could be encountered during construction. The highway would encroach visually on three of four sensitive areas, 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: 050228, 223 pages and maps, June 3, 2005
PY  - 2005
VL  - 3
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Farmlands
KW  - Floodplains
KW  - Floodways
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Hurricanes
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Virginia
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
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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: June 3, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA. [Part 9 of 14]
T2  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA.
AN  - 36371043; 050645D-050228_0009
AB  - PURPOSE: The improvement to Route 460 and Route 58 from the interchange of Route 460 and Interstate 295 (I-295) to the interchange of Route 460 and Route 58 along the Suffolk Bypass in Prince George, Sussex, Surry, and Southampton counties, as well as within the Isle of Wight and the city of Suffolk, in Virginia is proposed. The study corridor extends 55 miles and is bordered by Route 10 to the north, the city of Hopewell and I-295 to the west, Route 58 to the east, and a line three miles south of the Norfolk Southern rail line to the south. Route 460 is characterized by design and operation deficiencies that cause safety and mobility problems. Crash rates for Route 460 are higher than other rural principal arterial roadways in the state. Truck traffic along the highway are higher than national averages for rural roads with similar functional classifications and are forecast to grow due to expansions at the Port of Virginia. In addition to a No-Build Alternative and a transportation systems management alternative, this draft EIS considers three alignment alternatives. Alternative CBA 1 would provide for a new alignment south of existing Route 460, beginning along Route 460 in the Kings Fork area of the Suffolk and ending at I-295 and including nine interchanges. Alternative CBA 2 would follow the alignment of existing Route 460, but would include northern bypasses around Windsor, Zuni, Ivor Wakefield, Waverly, and Disputanta. East of Windsor and throughout Suffolk, CBA 2 would be located on a new alignment, Along each bypass, access points would be provided to existing Route 460 and the secondary roads that lead to the towns, including Route 258 in Windsor, Route 620 in north of Ivor, Route 31 north of Wakefield, Route 40 north of Waverly, Route 625 north of Disputanta Route 156 in Prince George County, and I-295. Alternative CBA 3 would follow a new alignment generally north of existing Route 460. The CBA 2 alignment would be the same as that for CBA2 from Suffolk to Windsor, where it would continue north of existing Route 460. At Wakefield and Waverly, the alignment would join the alignment of the bypasses for CBA 2. West of Waverly, the alignment would continue northward toward the center of the study area north of the Blackwater River. Nine interchanges would provide access to the limited access facility. Capital costs of alternatives CB1, CB2, and CB3 are estimated at $522 million, $665 million, and $550 million, respectively. POSITIVE IMPACTS: In addition to addressing and ameliorating the abovementioned problems, the project would reduce travel delay as traffic volumes increase, provide adequate hurricane evacuation capability for Southside Hampton Roads communities; improve strategic military connectivity on a highway designated as part of the Strategic Highway Network by the Department of Defense and the Federal Highway Administration, and support regional economic development plans. NEGATIVE IMPACTS: Depending on the alternative selected, rights-of-way requirements would result in the displacement of 517 to 707 agriculturally zoned land, 617 to 1,153 acres of prime farmland, up to 10 acres in agricultural and foresal districts, three to 41 acres of commercially and industrially zoned land, 1,420 to 1,987 acres of wetlands and forested land, 32 to 66 residences, one or two institutional facilities, and up to 18 businesses. Community cohesion in five to eight neighborhoods would be compromised. The project would affect 10,661 to 11,529 linear feet of perennial stream and 13,401 to 26,360 linear feet of intermittent streams. One regulatory wellhead protection area could be affected. From 58 to 85 acres of floodplains and three or four regulated floodways would be traversed. The highway project would affect an undetermined number of archaeological sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 to 182 residences and one or two schools or churches; 40 to 51 sites could benefit from noise control barriers. Up to 14 sites containing hazardous materials could be encountered during construction. The highway would encroach visually on three of four sensitive areas, 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: 050228, 223 pages and maps, June 3, 2005
PY  - 2005
VL  - 9
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Farmlands
KW  - Floodplains
KW  - Floodways
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Hurricanes
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Virginia
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/36371043?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+460+LOCATION+STUDY%2C+PRINCE+GEORGE+COUNTY%2C+VIRGINIA.&rft.title=ROUTE+460+LOCATION+STUDY%2C+PRINCE+GEORGE+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 3, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA. [Part 4 of 14]
T2  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA.
AN  - 36371029; 050645D-050228_0004
AB  - PURPOSE: The improvement to Route 460 and Route 58 from the interchange of Route 460 and Interstate 295 (I-295) to the interchange of Route 460 and Route 58 along the Suffolk Bypass in Prince George, Sussex, Surry, and Southampton counties, as well as within the Isle of Wight and the city of Suffolk, in Virginia is proposed. The study corridor extends 55 miles and is bordered by Route 10 to the north, the city of Hopewell and I-295 to the west, Route 58 to the east, and a line three miles south of the Norfolk Southern rail line to the south. Route 460 is characterized by design and operation deficiencies that cause safety and mobility problems. Crash rates for Route 460 are higher than other rural principal arterial roadways in the state. Truck traffic along the highway are higher than national averages for rural roads with similar functional classifications and are forecast to grow due to expansions at the Port of Virginia. In addition to a No-Build Alternative and a transportation systems management alternative, this draft EIS considers three alignment alternatives. Alternative CBA 1 would provide for a new alignment south of existing Route 460, beginning along Route 460 in the Kings Fork area of the Suffolk and ending at I-295 and including nine interchanges. Alternative CBA 2 would follow the alignment of existing Route 460, but would include northern bypasses around Windsor, Zuni, Ivor Wakefield, Waverly, and Disputanta. East of Windsor and throughout Suffolk, CBA 2 would be located on a new alignment, Along each bypass, access points would be provided to existing Route 460 and the secondary roads that lead to the towns, including Route 258 in Windsor, Route 620 in north of Ivor, Route 31 north of Wakefield, Route 40 north of Waverly, Route 625 north of Disputanta Route 156 in Prince George County, and I-295. Alternative CBA 3 would follow a new alignment generally north of existing Route 460. The CBA 2 alignment would be the same as that for CBA2 from Suffolk to Windsor, where it would continue north of existing Route 460. At Wakefield and Waverly, the alignment would join the alignment of the bypasses for CBA 2. West of Waverly, the alignment would continue northward toward the center of the study area north of the Blackwater River. Nine interchanges would provide access to the limited access facility. Capital costs of alternatives CB1, CB2, and CB3 are estimated at $522 million, $665 million, and $550 million, respectively. POSITIVE IMPACTS: In addition to addressing and ameliorating the abovementioned problems, the project would reduce travel delay as traffic volumes increase, provide adequate hurricane evacuation capability for Southside Hampton Roads communities; improve strategic military connectivity on a highway designated as part of the Strategic Highway Network by the Department of Defense and the Federal Highway Administration, and support regional economic development plans. NEGATIVE IMPACTS: Depending on the alternative selected, rights-of-way requirements would result in the displacement of 517 to 707 agriculturally zoned land, 617 to 1,153 acres of prime farmland, up to 10 acres in agricultural and foresal districts, three to 41 acres of commercially and industrially zoned land, 1,420 to 1,987 acres of wetlands and forested land, 32 to 66 residences, one or two institutional facilities, and up to 18 businesses. Community cohesion in five to eight neighborhoods would be compromised. The project would affect 10,661 to 11,529 linear feet of perennial stream and 13,401 to 26,360 linear feet of intermittent streams. One regulatory wellhead protection area could be affected. From 58 to 85 acres of floodplains and three or four regulated floodways would be traversed. The highway project would affect an undetermined number of archaeological sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 to 182 residences and one or two schools or churches; 40 to 51 sites could benefit from noise control barriers. Up to 14 sites containing hazardous materials could be encountered during construction. The highway would encroach visually on three of four sensitive areas, 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: 050228, 223 pages and maps, June 3, 2005
PY  - 2005
VL  - 4
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Farmlands
KW  - Floodplains
KW  - Floodways
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Hurricanes
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Virginia
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/36371029?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+460+LOCATION+STUDY%2C+PRINCE+GEORGE+COUNTY%2C+VIRGINIA.&rft.title=ROUTE+460+LOCATION+STUDY%2C+PRINCE+GEORGE+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 3, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA. [Part 1 of 14]
T2  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA.
AN  - 36370985; 050645D-050228_0001
AB  - PURPOSE: The improvement to Route 460 and Route 58 from the interchange of Route 460 and Interstate 295 (I-295) to the interchange of Route 460 and Route 58 along the Suffolk Bypass in Prince George, Sussex, Surry, and Southampton counties, as well as within the Isle of Wight and the city of Suffolk, in Virginia is proposed. The study corridor extends 55 miles and is bordered by Route 10 to the north, the city of Hopewell and I-295 to the west, Route 58 to the east, and a line three miles south of the Norfolk Southern rail line to the south. Route 460 is characterized by design and operation deficiencies that cause safety and mobility problems. Crash rates for Route 460 are higher than other rural principal arterial roadways in the state. Truck traffic along the highway are higher than national averages for rural roads with similar functional classifications and are forecast to grow due to expansions at the Port of Virginia. In addition to a No-Build Alternative and a transportation systems management alternative, this draft EIS considers three alignment alternatives. Alternative CBA 1 would provide for a new alignment south of existing Route 460, beginning along Route 460 in the Kings Fork area of the Suffolk and ending at I-295 and including nine interchanges. Alternative CBA 2 would follow the alignment of existing Route 460, but would include northern bypasses around Windsor, Zuni, Ivor Wakefield, Waverly, and Disputanta. East of Windsor and throughout Suffolk, CBA 2 would be located on a new alignment, Along each bypass, access points would be provided to existing Route 460 and the secondary roads that lead to the towns, including Route 258 in Windsor, Route 620 in north of Ivor, Route 31 north of Wakefield, Route 40 north of Waverly, Route 625 north of Disputanta Route 156 in Prince George County, and I-295. Alternative CBA 3 would follow a new alignment generally north of existing Route 460. The CBA 2 alignment would be the same as that for CBA2 from Suffolk to Windsor, where it would continue north of existing Route 460. At Wakefield and Waverly, the alignment would join the alignment of the bypasses for CBA 2. West of Waverly, the alignment would continue northward toward the center of the study area north of the Blackwater River. Nine interchanges would provide access to the limited access facility. Capital costs of alternatives CB1, CB2, and CB3 are estimated at $522 million, $665 million, and $550 million, respectively. POSITIVE IMPACTS: In addition to addressing and ameliorating the abovementioned problems, the project would reduce travel delay as traffic volumes increase, provide adequate hurricane evacuation capability for Southside Hampton Roads communities; improve strategic military connectivity on a highway designated as part of the Strategic Highway Network by the Department of Defense and the Federal Highway Administration, and support regional economic development plans. NEGATIVE IMPACTS: Depending on the alternative selected, rights-of-way requirements would result in the displacement of 517 to 707 agriculturally zoned land, 617 to 1,153 acres of prime farmland, up to 10 acres in agricultural and foresal districts, three to 41 acres of commercially and industrially zoned land, 1,420 to 1,987 acres of wetlands and forested land, 32 to 66 residences, one or two institutional facilities, and up to 18 businesses. Community cohesion in five to eight neighborhoods would be compromised. The project would affect 10,661 to 11,529 linear feet of perennial stream and 13,401 to 26,360 linear feet of intermittent streams. One regulatory wellhead protection area could be affected. From 58 to 85 acres of floodplains and three or four regulated floodways would be traversed. The highway project would affect an undetermined number of archaeological sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 to 182 residences and one or two schools or churches; 40 to 51 sites could benefit from noise control barriers. Up to 14 sites containing hazardous materials could be encountered during construction. The highway would encroach visually on three of four sensitive areas, 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: 050228, 223 pages and maps, June 3, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Farmlands
KW  - Floodplains
KW  - Floodways
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Hurricanes
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Virginia
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/36370985?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+460+LOCATION+STUDY%2C+PRINCE+GEORGE+COUNTY%2C+VIRGINIA.&rft.title=ROUTE+460+LOCATION+STUDY%2C+PRINCE+GEORGE+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 3, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA. [Part 10 of 14]
T2  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA.
AN  - 36370574; 050645D-050228_0010
AB  - PURPOSE: The improvement to Route 460 and Route 58 from the interchange of Route 460 and Interstate 295 (I-295) to the interchange of Route 460 and Route 58 along the Suffolk Bypass in Prince George, Sussex, Surry, and Southampton counties, as well as within the Isle of Wight and the city of Suffolk, in Virginia is proposed. The study corridor extends 55 miles and is bordered by Route 10 to the north, the city of Hopewell and I-295 to the west, Route 58 to the east, and a line three miles south of the Norfolk Southern rail line to the south. Route 460 is characterized by design and operation deficiencies that cause safety and mobility problems. Crash rates for Route 460 are higher than other rural principal arterial roadways in the state. Truck traffic along the highway are higher than national averages for rural roads with similar functional classifications and are forecast to grow due to expansions at the Port of Virginia. In addition to a No-Build Alternative and a transportation systems management alternative, this draft EIS considers three alignment alternatives. Alternative CBA 1 would provide for a new alignment south of existing Route 460, beginning along Route 460 in the Kings Fork area of the Suffolk and ending at I-295 and including nine interchanges. Alternative CBA 2 would follow the alignment of existing Route 460, but would include northern bypasses around Windsor, Zuni, Ivor Wakefield, Waverly, and Disputanta. East of Windsor and throughout Suffolk, CBA 2 would be located on a new alignment, Along each bypass, access points would be provided to existing Route 460 and the secondary roads that lead to the towns, including Route 258 in Windsor, Route 620 in north of Ivor, Route 31 north of Wakefield, Route 40 north of Waverly, Route 625 north of Disputanta Route 156 in Prince George County, and I-295. Alternative CBA 3 would follow a new alignment generally north of existing Route 460. The CBA 2 alignment would be the same as that for CBA2 from Suffolk to Windsor, where it would continue north of existing Route 460. At Wakefield and Waverly, the alignment would join the alignment of the bypasses for CBA 2. West of Waverly, the alignment would continue northward toward the center of the study area north of the Blackwater River. Nine interchanges would provide access to the limited access facility. Capital costs of alternatives CB1, CB2, and CB3 are estimated at $522 million, $665 million, and $550 million, respectively. POSITIVE IMPACTS: In addition to addressing and ameliorating the abovementioned problems, the project would reduce travel delay as traffic volumes increase, provide adequate hurricane evacuation capability for Southside Hampton Roads communities; improve strategic military connectivity on a highway designated as part of the Strategic Highway Network by the Department of Defense and the Federal Highway Administration, and support regional economic development plans. NEGATIVE IMPACTS: Depending on the alternative selected, rights-of-way requirements would result in the displacement of 517 to 707 agriculturally zoned land, 617 to 1,153 acres of prime farmland, up to 10 acres in agricultural and foresal districts, three to 41 acres of commercially and industrially zoned land, 1,420 to 1,987 acres of wetlands and forested land, 32 to 66 residences, one or two institutional facilities, and up to 18 businesses. Community cohesion in five to eight neighborhoods would be compromised. The project would affect 10,661 to 11,529 linear feet of perennial stream and 13,401 to 26,360 linear feet of intermittent streams. One regulatory wellhead protection area could be affected. From 58 to 85 acres of floodplains and three or four regulated floodways would be traversed. The highway project would affect an undetermined number of archaeological sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 to 182 residences and one or two schools or churches; 40 to 51 sites could benefit from noise control barriers. Up to 14 sites containing hazardous materials could be encountered during construction. The highway would encroach visually on three of four sensitive areas, 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: 050228, 223 pages and maps, June 3, 2005
PY  - 2005
VL  - 10
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Farmlands
KW  - Floodplains
KW  - Floodways
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Hurricanes
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Virginia
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/36370574?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+460+LOCATION+STUDY%2C+PRINCE+GEORGE+COUNTY%2C+VIRGINIA.&rft.title=ROUTE+460+LOCATION+STUDY%2C+PRINCE+GEORGE+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 3, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA. [Part 7 of 14]
T2  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA.
AN  - 36370530; 050645D-050228_0007
AB  - PURPOSE: The improvement to Route 460 and Route 58 from the interchange of Route 460 and Interstate 295 (I-295) to the interchange of Route 460 and Route 58 along the Suffolk Bypass in Prince George, Sussex, Surry, and Southampton counties, as well as within the Isle of Wight and the city of Suffolk, in Virginia is proposed. The study corridor extends 55 miles and is bordered by Route 10 to the north, the city of Hopewell and I-295 to the west, Route 58 to the east, and a line three miles south of the Norfolk Southern rail line to the south. Route 460 is characterized by design and operation deficiencies that cause safety and mobility problems. Crash rates for Route 460 are higher than other rural principal arterial roadways in the state. Truck traffic along the highway are higher than national averages for rural roads with similar functional classifications and are forecast to grow due to expansions at the Port of Virginia. In addition to a No-Build Alternative and a transportation systems management alternative, this draft EIS considers three alignment alternatives. Alternative CBA 1 would provide for a new alignment south of existing Route 460, beginning along Route 460 in the Kings Fork area of the Suffolk and ending at I-295 and including nine interchanges. Alternative CBA 2 would follow the alignment of existing Route 460, but would include northern bypasses around Windsor, Zuni, Ivor Wakefield, Waverly, and Disputanta. East of Windsor and throughout Suffolk, CBA 2 would be located on a new alignment, Along each bypass, access points would be provided to existing Route 460 and the secondary roads that lead to the towns, including Route 258 in Windsor, Route 620 in north of Ivor, Route 31 north of Wakefield, Route 40 north of Waverly, Route 625 north of Disputanta Route 156 in Prince George County, and I-295. Alternative CBA 3 would follow a new alignment generally north of existing Route 460. The CBA 2 alignment would be the same as that for CBA2 from Suffolk to Windsor, where it would continue north of existing Route 460. At Wakefield and Waverly, the alignment would join the alignment of the bypasses for CBA 2. West of Waverly, the alignment would continue northward toward the center of the study area north of the Blackwater River. Nine interchanges would provide access to the limited access facility. Capital costs of alternatives CB1, CB2, and CB3 are estimated at $522 million, $665 million, and $550 million, respectively. POSITIVE IMPACTS: In addition to addressing and ameliorating the abovementioned problems, the project would reduce travel delay as traffic volumes increase, provide adequate hurricane evacuation capability for Southside Hampton Roads communities; improve strategic military connectivity on a highway designated as part of the Strategic Highway Network by the Department of Defense and the Federal Highway Administration, and support regional economic development plans. NEGATIVE IMPACTS: Depending on the alternative selected, rights-of-way requirements would result in the displacement of 517 to 707 agriculturally zoned land, 617 to 1,153 acres of prime farmland, up to 10 acres in agricultural and foresal districts, three to 41 acres of commercially and industrially zoned land, 1,420 to 1,987 acres of wetlands and forested land, 32 to 66 residences, one or two institutional facilities, and up to 18 businesses. Community cohesion in five to eight neighborhoods would be compromised. The project would affect 10,661 to 11,529 linear feet of perennial stream and 13,401 to 26,360 linear feet of intermittent streams. One regulatory wellhead protection area could be affected. From 58 to 85 acres of floodplains and three or four regulated floodways would be traversed. The highway project would affect an undetermined number of archaeological sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 to 182 residences and one or two schools or churches; 40 to 51 sites could benefit from noise control barriers. Up to 14 sites containing hazardous materials could be encountered during construction. The highway would encroach visually on three of four sensitive areas, 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: 050228, 223 pages and maps, June 3, 2005
PY  - 2005
VL  - 7
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Farmlands
KW  - Floodplains
KW  - Floodways
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Hurricanes
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Virginia
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
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+460+LOCATION+STUDY%2C+PRINCE+GEORGE+COUNTY%2C+VIRGINIA.&rft.title=ROUTE+460+LOCATION+STUDY%2C+PRINCE+GEORGE+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 3, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA. [Part 14 of 14]
T2  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA.
AN  - 36369451; 050645D-050228_0014
AB  - PURPOSE: The improvement to Route 460 and Route 58 from the interchange of Route 460 and Interstate 295 (I-295) to the interchange of Route 460 and Route 58 along the Suffolk Bypass in Prince George, Sussex, Surry, and Southampton counties, as well as within the Isle of Wight and the city of Suffolk, in Virginia is proposed. The study corridor extends 55 miles and is bordered by Route 10 to the north, the city of Hopewell and I-295 to the west, Route 58 to the east, and a line three miles south of the Norfolk Southern rail line to the south. Route 460 is characterized by design and operation deficiencies that cause safety and mobility problems. Crash rates for Route 460 are higher than other rural principal arterial roadways in the state. Truck traffic along the highway are higher than national averages for rural roads with similar functional classifications and are forecast to grow due to expansions at the Port of Virginia. In addition to a No-Build Alternative and a transportation systems management alternative, this draft EIS considers three alignment alternatives. Alternative CBA 1 would provide for a new alignment south of existing Route 460, beginning along Route 460 in the Kings Fork area of the Suffolk and ending at I-295 and including nine interchanges. Alternative CBA 2 would follow the alignment of existing Route 460, but would include northern bypasses around Windsor, Zuni, Ivor Wakefield, Waverly, and Disputanta. East of Windsor and throughout Suffolk, CBA 2 would be located on a new alignment, Along each bypass, access points would be provided to existing Route 460 and the secondary roads that lead to the towns, including Route 258 in Windsor, Route 620 in north of Ivor, Route 31 north of Wakefield, Route 40 north of Waverly, Route 625 north of Disputanta Route 156 in Prince George County, and I-295. Alternative CBA 3 would follow a new alignment generally north of existing Route 460. The CBA 2 alignment would be the same as that for CBA2 from Suffolk to Windsor, where it would continue north of existing Route 460. At Wakefield and Waverly, the alignment would join the alignment of the bypasses for CBA 2. West of Waverly, the alignment would continue northward toward the center of the study area north of the Blackwater River. Nine interchanges would provide access to the limited access facility. Capital costs of alternatives CB1, CB2, and CB3 are estimated at $522 million, $665 million, and $550 million, respectively. POSITIVE IMPACTS: In addition to addressing and ameliorating the abovementioned problems, the project would reduce travel delay as traffic volumes increase, provide adequate hurricane evacuation capability for Southside Hampton Roads communities; improve strategic military connectivity on a highway designated as part of the Strategic Highway Network by the Department of Defense and the Federal Highway Administration, and support regional economic development plans. NEGATIVE IMPACTS: Depending on the alternative selected, rights-of-way requirements would result in the displacement of 517 to 707 agriculturally zoned land, 617 to 1,153 acres of prime farmland, up to 10 acres in agricultural and foresal districts, three to 41 acres of commercially and industrially zoned land, 1,420 to 1,987 acres of wetlands and forested land, 32 to 66 residences, one or two institutional facilities, and up to 18 businesses. Community cohesion in five to eight neighborhoods would be compromised. The project would affect 10,661 to 11,529 linear feet of perennial stream and 13,401 to 26,360 linear feet of intermittent streams. One regulatory wellhead protection area could be affected. From 58 to 85 acres of floodplains and three or four regulated floodways would be traversed. The highway project would affect an undetermined number of archaeological sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 to 182 residences and one or two schools or churches; 40 to 51 sites could benefit from noise control barriers. Up to 14 sites containing hazardous materials could be encountered during construction. The highway would encroach visually on three of four sensitive areas, 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: 050228, 223 pages and maps, June 3, 2005
PY  - 2005
VL  - 14
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Farmlands
KW  - Floodplains
KW  - Floodways
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Hurricanes
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Virginia
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/36369451?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+460+LOCATION+STUDY%2C+PRINCE+GEORGE+COUNTY%2C+VIRGINIA.&rft.title=ROUTE+460+LOCATION+STUDY%2C+PRINCE+GEORGE+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 3, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA. [Part 13 of 14]
T2  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA.
AN  - 36369419; 050645D-050228_0013
AB  - PURPOSE: The improvement to Route 460 and Route 58 from the interchange of Route 460 and Interstate 295 (I-295) to the interchange of Route 460 and Route 58 along the Suffolk Bypass in Prince George, Sussex, Surry, and Southampton counties, as well as within the Isle of Wight and the city of Suffolk, in Virginia is proposed. The study corridor extends 55 miles and is bordered by Route 10 to the north, the city of Hopewell and I-295 to the west, Route 58 to the east, and a line three miles south of the Norfolk Southern rail line to the south. Route 460 is characterized by design and operation deficiencies that cause safety and mobility problems. Crash rates for Route 460 are higher than other rural principal arterial roadways in the state. Truck traffic along the highway are higher than national averages for rural roads with similar functional classifications and are forecast to grow due to expansions at the Port of Virginia. In addition to a No-Build Alternative and a transportation systems management alternative, this draft EIS considers three alignment alternatives. Alternative CBA 1 would provide for a new alignment south of existing Route 460, beginning along Route 460 in the Kings Fork area of the Suffolk and ending at I-295 and including nine interchanges. Alternative CBA 2 would follow the alignment of existing Route 460, but would include northern bypasses around Windsor, Zuni, Ivor Wakefield, Waverly, and Disputanta. East of Windsor and throughout Suffolk, CBA 2 would be located on a new alignment, Along each bypass, access points would be provided to existing Route 460 and the secondary roads that lead to the towns, including Route 258 in Windsor, Route 620 in north of Ivor, Route 31 north of Wakefield, Route 40 north of Waverly, Route 625 north of Disputanta Route 156 in Prince George County, and I-295. Alternative CBA 3 would follow a new alignment generally north of existing Route 460. The CBA 2 alignment would be the same as that for CBA2 from Suffolk to Windsor, where it would continue north of existing Route 460. At Wakefield and Waverly, the alignment would join the alignment of the bypasses for CBA 2. West of Waverly, the alignment would continue northward toward the center of the study area north of the Blackwater River. Nine interchanges would provide access to the limited access facility. Capital costs of alternatives CB1, CB2, and CB3 are estimated at $522 million, $665 million, and $550 million, respectively. POSITIVE IMPACTS: In addition to addressing and ameliorating the abovementioned problems, the project would reduce travel delay as traffic volumes increase, provide adequate hurricane evacuation capability for Southside Hampton Roads communities; improve strategic military connectivity on a highway designated as part of the Strategic Highway Network by the Department of Defense and the Federal Highway Administration, and support regional economic development plans. NEGATIVE IMPACTS: Depending on the alternative selected, rights-of-way requirements would result in the displacement of 517 to 707 agriculturally zoned land, 617 to 1,153 acres of prime farmland, up to 10 acres in agricultural and foresal districts, three to 41 acres of commercially and industrially zoned land, 1,420 to 1,987 acres of wetlands and forested land, 32 to 66 residences, one or two institutional facilities, and up to 18 businesses. Community cohesion in five to eight neighborhoods would be compromised. The project would affect 10,661 to 11,529 linear feet of perennial stream and 13,401 to 26,360 linear feet of intermittent streams. One regulatory wellhead protection area could be affected. From 58 to 85 acres of floodplains and three or four regulated floodways would be traversed. The highway project would affect an undetermined number of archaeological sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 to 182 residences and one or two schools or churches; 40 to 51 sites could benefit from noise control barriers. Up to 14 sites containing hazardous materials could be encountered during construction. The highway would encroach visually on three of four sensitive areas, 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: 050228, 223 pages and maps, June 3, 2005
PY  - 2005
VL  - 13
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Farmlands
KW  - Floodplains
KW  - Floodways
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Hurricanes
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Virginia
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/36369419?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+460+LOCATION+STUDY%2C+PRINCE+GEORGE+COUNTY%2C+VIRGINIA.&rft.title=ROUTE+460+LOCATION+STUDY%2C+PRINCE+GEORGE+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 3, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA. [Part 8 of 14]
T2  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA.
AN  - 36369413; 050645D-050228_0008
AB  - PURPOSE: The improvement to Route 460 and Route 58 from the interchange of Route 460 and Interstate 295 (I-295) to the interchange of Route 460 and Route 58 along the Suffolk Bypass in Prince George, Sussex, Surry, and Southampton counties, as well as within the Isle of Wight and the city of Suffolk, in Virginia is proposed. The study corridor extends 55 miles and is bordered by Route 10 to the north, the city of Hopewell and I-295 to the west, Route 58 to the east, and a line three miles south of the Norfolk Southern rail line to the south. Route 460 is characterized by design and operation deficiencies that cause safety and mobility problems. Crash rates for Route 460 are higher than other rural principal arterial roadways in the state. Truck traffic along the highway are higher than national averages for rural roads with similar functional classifications and are forecast to grow due to expansions at the Port of Virginia. In addition to a No-Build Alternative and a transportation systems management alternative, this draft EIS considers three alignment alternatives. Alternative CBA 1 would provide for a new alignment south of existing Route 460, beginning along Route 460 in the Kings Fork area of the Suffolk and ending at I-295 and including nine interchanges. Alternative CBA 2 would follow the alignment of existing Route 460, but would include northern bypasses around Windsor, Zuni, Ivor Wakefield, Waverly, and Disputanta. East of Windsor and throughout Suffolk, CBA 2 would be located on a new alignment, Along each bypass, access points would be provided to existing Route 460 and the secondary roads that lead to the towns, including Route 258 in Windsor, Route 620 in north of Ivor, Route 31 north of Wakefield, Route 40 north of Waverly, Route 625 north of Disputanta Route 156 in Prince George County, and I-295. Alternative CBA 3 would follow a new alignment generally north of existing Route 460. The CBA 2 alignment would be the same as that for CBA2 from Suffolk to Windsor, where it would continue north of existing Route 460. At Wakefield and Waverly, the alignment would join the alignment of the bypasses for CBA 2. West of Waverly, the alignment would continue northward toward the center of the study area north of the Blackwater River. Nine interchanges would provide access to the limited access facility. Capital costs of alternatives CB1, CB2, and CB3 are estimated at $522 million, $665 million, and $550 million, respectively. POSITIVE IMPACTS: In addition to addressing and ameliorating the abovementioned problems, the project would reduce travel delay as traffic volumes increase, provide adequate hurricane evacuation capability for Southside Hampton Roads communities; improve strategic military connectivity on a highway designated as part of the Strategic Highway Network by the Department of Defense and the Federal Highway Administration, and support regional economic development plans. NEGATIVE IMPACTS: Depending on the alternative selected, rights-of-way requirements would result in the displacement of 517 to 707 agriculturally zoned land, 617 to 1,153 acres of prime farmland, up to 10 acres in agricultural and foresal districts, three to 41 acres of commercially and industrially zoned land, 1,420 to 1,987 acres of wetlands and forested land, 32 to 66 residences, one or two institutional facilities, and up to 18 businesses. Community cohesion in five to eight neighborhoods would be compromised. The project would affect 10,661 to 11,529 linear feet of perennial stream and 13,401 to 26,360 linear feet of intermittent streams. One regulatory wellhead protection area could be affected. From 58 to 85 acres of floodplains and three or four regulated floodways would be traversed. The highway project would affect an undetermined number of archaeological sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 to 182 residences and one or two schools or churches; 40 to 51 sites could benefit from noise control barriers. Up to 14 sites containing hazardous materials could be encountered during construction. The highway would encroach visually on three of four sensitive areas, 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: 050228, 223 pages and maps, June 3, 2005
PY  - 2005
VL  - 8
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Farmlands
KW  - Floodplains
KW  - Floodways
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Hurricanes
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Virginia
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/36369413?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+460+LOCATION+STUDY%2C+PRINCE+GEORGE+COUNTY%2C+VIRGINIA.&rft.title=ROUTE+460+LOCATION+STUDY%2C+PRINCE+GEORGE+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 3, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA. [Part 6 of 14]
T2  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA.
AN  - 36369384; 050645D-050228_0006
AB  - PURPOSE: The improvement to Route 460 and Route 58 from the interchange of Route 460 and Interstate 295 (I-295) to the interchange of Route 460 and Route 58 along the Suffolk Bypass in Prince George, Sussex, Surry, and Southampton counties, as well as within the Isle of Wight and the city of Suffolk, in Virginia is proposed. The study corridor extends 55 miles and is bordered by Route 10 to the north, the city of Hopewell and I-295 to the west, Route 58 to the east, and a line three miles south of the Norfolk Southern rail line to the south. Route 460 is characterized by design and operation deficiencies that cause safety and mobility problems. Crash rates for Route 460 are higher than other rural principal arterial roadways in the state. Truck traffic along the highway are higher than national averages for rural roads with similar functional classifications and are forecast to grow due to expansions at the Port of Virginia. In addition to a No-Build Alternative and a transportation systems management alternative, this draft EIS considers three alignment alternatives. Alternative CBA 1 would provide for a new alignment south of existing Route 460, beginning along Route 460 in the Kings Fork area of the Suffolk and ending at I-295 and including nine interchanges. Alternative CBA 2 would follow the alignment of existing Route 460, but would include northern bypasses around Windsor, Zuni, Ivor Wakefield, Waverly, and Disputanta. East of Windsor and throughout Suffolk, CBA 2 would be located on a new alignment, Along each bypass, access points would be provided to existing Route 460 and the secondary roads that lead to the towns, including Route 258 in Windsor, Route 620 in north of Ivor, Route 31 north of Wakefield, Route 40 north of Waverly, Route 625 north of Disputanta Route 156 in Prince George County, and I-295. Alternative CBA 3 would follow a new alignment generally north of existing Route 460. The CBA 2 alignment would be the same as that for CBA2 from Suffolk to Windsor, where it would continue north of existing Route 460. At Wakefield and Waverly, the alignment would join the alignment of the bypasses for CBA 2. West of Waverly, the alignment would continue northward toward the center of the study area north of the Blackwater River. Nine interchanges would provide access to the limited access facility. Capital costs of alternatives CB1, CB2, and CB3 are estimated at $522 million, $665 million, and $550 million, respectively. POSITIVE IMPACTS: In addition to addressing and ameliorating the abovementioned problems, the project would reduce travel delay as traffic volumes increase, provide adequate hurricane evacuation capability for Southside Hampton Roads communities; improve strategic military connectivity on a highway designated as part of the Strategic Highway Network by the Department of Defense and the Federal Highway Administration, and support regional economic development plans. NEGATIVE IMPACTS: Depending on the alternative selected, rights-of-way requirements would result in the displacement of 517 to 707 agriculturally zoned land, 617 to 1,153 acres of prime farmland, up to 10 acres in agricultural and foresal districts, three to 41 acres of commercially and industrially zoned land, 1,420 to 1,987 acres of wetlands and forested land, 32 to 66 residences, one or two institutional facilities, and up to 18 businesses. Community cohesion in five to eight neighborhoods would be compromised. The project would affect 10,661 to 11,529 linear feet of perennial stream and 13,401 to 26,360 linear feet of intermittent streams. One regulatory wellhead protection area could be affected. From 58 to 85 acres of floodplains and three or four regulated floodways would be traversed. The highway project would affect an undetermined number of archaeological sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 to 182 residences and one or two schools or churches; 40 to 51 sites could benefit from noise control barriers. Up to 14 sites containing hazardous materials could be encountered during construction. The highway would encroach visually on three of four sensitive areas, 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: 050228, 223 pages and maps, June 3, 2005
PY  - 2005
VL  - 6
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Farmlands
KW  - Floodplains
KW  - Floodways
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Hurricanes
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Virginia
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/36369384?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+460+LOCATION+STUDY%2C+PRINCE+GEORGE+COUNTY%2C+VIRGINIA.&rft.title=ROUTE+460+LOCATION+STUDY%2C+PRINCE+GEORGE+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 3, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA. [Part 11 of 14]
T2  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA.
AN  - 36369330; 050645D-050228_0011
AB  - PURPOSE: The improvement to Route 460 and Route 58 from the interchange of Route 460 and Interstate 295 (I-295) to the interchange of Route 460 and Route 58 along the Suffolk Bypass in Prince George, Sussex, Surry, and Southampton counties, as well as within the Isle of Wight and the city of Suffolk, in Virginia is proposed. The study corridor extends 55 miles and is bordered by Route 10 to the north, the city of Hopewell and I-295 to the west, Route 58 to the east, and a line three miles south of the Norfolk Southern rail line to the south. Route 460 is characterized by design and operation deficiencies that cause safety and mobility problems. Crash rates for Route 460 are higher than other rural principal arterial roadways in the state. Truck traffic along the highway are higher than national averages for rural roads with similar functional classifications and are forecast to grow due to expansions at the Port of Virginia. In addition to a No-Build Alternative and a transportation systems management alternative, this draft EIS considers three alignment alternatives. Alternative CBA 1 would provide for a new alignment south of existing Route 460, beginning along Route 460 in the Kings Fork area of the Suffolk and ending at I-295 and including nine interchanges. Alternative CBA 2 would follow the alignment of existing Route 460, but would include northern bypasses around Windsor, Zuni, Ivor Wakefield, Waverly, and Disputanta. East of Windsor and throughout Suffolk, CBA 2 would be located on a new alignment, Along each bypass, access points would be provided to existing Route 460 and the secondary roads that lead to the towns, including Route 258 in Windsor, Route 620 in north of Ivor, Route 31 north of Wakefield, Route 40 north of Waverly, Route 625 north of Disputanta Route 156 in Prince George County, and I-295. Alternative CBA 3 would follow a new alignment generally north of existing Route 460. The CBA 2 alignment would be the same as that for CBA2 from Suffolk to Windsor, where it would continue north of existing Route 460. At Wakefield and Waverly, the alignment would join the alignment of the bypasses for CBA 2. West of Waverly, the alignment would continue northward toward the center of the study area north of the Blackwater River. Nine interchanges would provide access to the limited access facility. Capital costs of alternatives CB1, CB2, and CB3 are estimated at $522 million, $665 million, and $550 million, respectively. POSITIVE IMPACTS: In addition to addressing and ameliorating the abovementioned problems, the project would reduce travel delay as traffic volumes increase, provide adequate hurricane evacuation capability for Southside Hampton Roads communities; improve strategic military connectivity on a highway designated as part of the Strategic Highway Network by the Department of Defense and the Federal Highway Administration, and support regional economic development plans. NEGATIVE IMPACTS: Depending on the alternative selected, rights-of-way requirements would result in the displacement of 517 to 707 agriculturally zoned land, 617 to 1,153 acres of prime farmland, up to 10 acres in agricultural and foresal districts, three to 41 acres of commercially and industrially zoned land, 1,420 to 1,987 acres of wetlands and forested land, 32 to 66 residences, one or two institutional facilities, and up to 18 businesses. Community cohesion in five to eight neighborhoods would be compromised. The project would affect 10,661 to 11,529 linear feet of perennial stream and 13,401 to 26,360 linear feet of intermittent streams. One regulatory wellhead protection area could be affected. From 58 to 85 acres of floodplains and three or four regulated floodways would be traversed. The highway project would affect an undetermined number of archaeological sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 to 182 residences and one or two schools or churches; 40 to 51 sites could benefit from noise control barriers. Up to 14 sites containing hazardous materials could be encountered during construction. The highway would encroach visually on three of four sensitive areas, 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: 050228, 223 pages and maps, June 3, 2005
PY  - 2005
VL  - 11
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Farmlands
KW  - Floodplains
KW  - Floodways
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Hurricanes
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Virginia
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/36369330?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - Draft. Preparation date: June 3, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA. [Part 5 of 14]
T2  - ROUTE 460 LOCATION STUDY, PRINCE GEORGE COUNTY, VIRGINIA.
AN  - 36369057; 050645D-050228_0005
AB  - PURPOSE: The improvement to Route 460 and Route 58 from the interchange of Route 460 and Interstate 295 (I-295) to the interchange of Route 460 and Route 58 along the Suffolk Bypass in Prince George, Sussex, Surry, and Southampton counties, as well as within the Isle of Wight and the city of Suffolk, in Virginia is proposed. The study corridor extends 55 miles and is bordered by Route 10 to the north, the city of Hopewell and I-295 to the west, Route 58 to the east, and a line three miles south of the Norfolk Southern rail line to the south. Route 460 is characterized by design and operation deficiencies that cause safety and mobility problems. Crash rates for Route 460 are higher than other rural principal arterial roadways in the state. Truck traffic along the highway are higher than national averages for rural roads with similar functional classifications and are forecast to grow due to expansions at the Port of Virginia. In addition to a No-Build Alternative and a transportation systems management alternative, this draft EIS considers three alignment alternatives. Alternative CBA 1 would provide for a new alignment south of existing Route 460, beginning along Route 460 in the Kings Fork area of the Suffolk and ending at I-295 and including nine interchanges. Alternative CBA 2 would follow the alignment of existing Route 460, but would include northern bypasses around Windsor, Zuni, Ivor Wakefield, Waverly, and Disputanta. East of Windsor and throughout Suffolk, CBA 2 would be located on a new alignment, Along each bypass, access points would be provided to existing Route 460 and the secondary roads that lead to the towns, including Route 258 in Windsor, Route 620 in north of Ivor, Route 31 north of Wakefield, Route 40 north of Waverly, Route 625 north of Disputanta Route 156 in Prince George County, and I-295. Alternative CBA 3 would follow a new alignment generally north of existing Route 460. The CBA 2 alignment would be the same as that for CBA2 from Suffolk to Windsor, where it would continue north of existing Route 460. At Wakefield and Waverly, the alignment would join the alignment of the bypasses for CBA 2. West of Waverly, the alignment would continue northward toward the center of the study area north of the Blackwater River. Nine interchanges would provide access to the limited access facility. Capital costs of alternatives CB1, CB2, and CB3 are estimated at $522 million, $665 million, and $550 million, respectively. POSITIVE IMPACTS: In addition to addressing and ameliorating the abovementioned problems, the project would reduce travel delay as traffic volumes increase, provide adequate hurricane evacuation capability for Southside Hampton Roads communities; improve strategic military connectivity on a highway designated as part of the Strategic Highway Network by the Department of Defense and the Federal Highway Administration, and support regional economic development plans. NEGATIVE IMPACTS: Depending on the alternative selected, rights-of-way requirements would result in the displacement of 517 to 707 agriculturally zoned land, 617 to 1,153 acres of prime farmland, up to 10 acres in agricultural and foresal districts, three to 41 acres of commercially and industrially zoned land, 1,420 to 1,987 acres of wetlands and forested land, 32 to 66 residences, one or two institutional facilities, and up to 18 businesses. Community cohesion in five to eight neighborhoods would be compromised. The project would affect 10,661 to 11,529 linear feet of perennial stream and 13,401 to 26,360 linear feet of intermittent streams. One regulatory wellhead protection area could be affected. From 58 to 85 acres of floodplains and three or four regulated floodways would be traversed. The highway project would affect an undetermined number of archaeological sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 91 to 182 residences and one or two schools or churches; 40 to 51 sites could benefit from noise control barriers. Up to 14 sites containing hazardous materials could be encountered during construction. The highway would encroach visually on three of four sensitive areas, 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: 050228, 223 pages and maps, June 3, 2005
PY  - 2005
VL  - 5
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Farmlands
KW  - Floodplains
KW  - Floodways
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Hurricanes
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Water Quality Assessments
KW  - Water Supply
KW  - Wells
KW  - Wetlands
KW  - Virginia
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/36369057?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+460+LOCATION+STUDY%2C+PRINCE+GEORGE+COUNTY%2C+VIRGINIA.&rft.title=ROUTE+460+LOCATION+STUDY%2C+PRINCE+GEORGE+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 3, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36434859; 11549
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: 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 05-0240D, Volume 29, Number 2.
JF  - EPA number: 050223, 612 pages and maps, June 2, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36434859?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=Griffin&rft.aufirst=Kimberly&rft.date=2008-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=9781109019230&rft.btitle=&rft.title=Can+reaching+back+push+you+forward%3F%3A+A+mixed+methods+exploration+of+Black+faculty+and+their+developmental+relationships+with+students&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 - Final. Preparation date: June 2, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 12 of 15]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36379386; 050642F-050223_0012
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: 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 05-0240D, Volume 29, Number 2.
JF  - EPA number: 050223, 612 pages and maps, June 2, 2005
PY  - 2005
VL  - 12
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379386?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Salt Lake City, Utah; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: June 2, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 6 of 15]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36379360; 050642F-050223_0006
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: 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 05-0240D, Volume 29, Number 2.
JF  - EPA number: 050223, 612 pages and maps, June 2, 2005
PY  - 2005
VL  - 6
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36379360?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%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, Salt Lake City, Utah; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: June 2, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 11 of 15]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36372817; 050642F-050223_0011
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: 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 05-0240D, Volume 29, Number 2.
JF  - EPA number: 050223, 612 pages and maps, June 2, 2005
PY  - 2005
VL  - 11
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372817?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%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, Salt Lake City, Utah; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: June 2, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 3 of 15]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36372216; 050642F-050223_0003
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: 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 05-0240D, Volume 29, Number 2.
JF  - EPA number: 050223, 612 pages and maps, June 2, 2005
PY  - 2005
VL  - 3
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372216?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%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, Salt Lake City, Utah; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: June 2, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 14 of 15]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36372168; 050642F-050223_0014
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: 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 05-0240D, Volume 29, Number 2.
JF  - EPA number: 050223, 612 pages and maps, June 2, 2005
PY  - 2005
VL  - 14
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372168?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Sara&rft.date=2004-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=9780496154852&rft.btitle=&rft.title=Making+the+transition%3A+The+adjustment+experiences+of+first+-year+students+attending+a+pre-college+academic+program&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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: June 2, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 13 of 15]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36372108; 050642F-050223_0013
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: 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 05-0240D, Volume 29, Number 2.
JF  - EPA number: 050223, 612 pages and maps, June 2, 2005
PY  - 2005
VL  - 13
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372108?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=1998-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=9780591900002&rft.btitle=&rft.title=Factors+that+influence+college+mathematics+professors+in+the+process+of+implementing+reform-based+instruction&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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: June 2, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 5 of 15]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36371604; 050642F-050223_0005
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: 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 05-0240D, Volume 29, Number 2.
JF  - EPA number: 050223, 612 pages and maps, June 2, 2005
PY  - 2005
VL  - 5
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371604?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%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, Salt Lake City, Utah; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: June 2, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 4 of 15]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36371551; 050642F-050223_0004
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: 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 05-0240D, Volume 29, Number 2.
JF  - EPA number: 050223, 612 pages and maps, June 2, 2005
PY  - 2005
VL  - 4
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371551?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%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, Salt Lake City, Utah; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: June 2, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 15 of 15]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36371156; 050642F-050223_0015
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: 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 05-0240D, Volume 29, Number 2.
JF  - EPA number: 050223, 612 pages and maps, June 2, 2005
PY  - 2005
VL  - 15
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371156?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%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, Salt Lake City, Utah; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: June 2, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 7 of 15]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36371128; 050642F-050223_0007
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: 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 05-0240D, Volume 29, Number 2.
JF  - EPA number: 050223, 612 pages and maps, June 2, 2005
PY  - 2005
VL  - 7
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371128?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%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, Salt Lake City, Utah; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: June 2, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 8 of 15]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36370990; 050642F-050223_0008
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: 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 05-0240D, Volume 29, Number 2.
JF  - EPA number: 050223, 612 pages and maps, June 2, 2005
PY  - 2005
VL  - 8
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370990?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2000-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=9780599750784&rft.btitle=&rft.title=Exploring+the+efficacy+of+cooperative+%2Fcollaborative+learning%3A++The+experience+of+college+ESL+teachers&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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: June 2, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 1 of 15]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36370865; 050642F-050223_0001
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: 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 05-0240D, Volume 29, Number 2.
JF  - EPA number: 050223, 612 pages and maps, June 2, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370865?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%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, Salt Lake City, Utah; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: June 2, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 2 of 15]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36369568; 050642F-050223_0002
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: 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 05-0240D, Volume 29, Number 2.
JF  - EPA number: 050223, 612 pages and maps, June 2, 2005
PY  - 2005
VL  - 2
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369568?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%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, Salt Lake City, Utah; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: June 2, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 10 of 15]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36369314; 050642F-050223_0010
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: 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 05-0240D, Volume 29, Number 2.
JF  - EPA number: 050223, 612 pages and maps, June 2, 2005
PY  - 2005
VL  - 10
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369314?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%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, Salt Lake City, Utah; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: June 2, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 9 of 15]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36369225; 050642F-050223_0009
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this final EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: 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 05-0240D, Volume 29, Number 2.
JF  - EPA number: 050223, 612 pages and maps, June 2, 2005
PY  - 2005
VL  - 9
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369225?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=9780591821598&rft.btitle=&rft.title=The+performance+of+home-schooled+students+in+community+colleges&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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: June 2, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SOUTHEASTERN PARKWAY AND GREENBELT LOCATION STUDY, CITIES OF CHESAPEAKE AND VIRGINIA BEACH, VIRGINIA.
AN  - 36441379; 11547
AB  - PURPOSE: The improvement of the highway corridor extending from Chesapeake to Virginia Beach, Virginia is proposed. The proposed Southeastern Parkway and Greenbelt would be designed as a limited access highway with varying four-, six-, or eight-lane sections on mostly new location extending 21.3 to 23.6 miles. The parkway would begin at the interchange of Interstate 64 (I-64) and I-464 in the city of Chesapeake and extend to thee east and northeast, terminating at I-264 east of Oceana Naval Air Station (NAS) between Virginia Beach Boulevard and Laskin Road in the city of Virginia Beach. Chesapeake and Virginia Beach have exhibited tremendous growth over the past 30 years, leading to declining levels of service and decreased capacity on the associated roadways. Additional issues facing the transportation system in the area include a lack of east-west linkages between the two cities, limited access to Oceana NAS, lengthy hurricane evacuation times, and a limited transportation network to support local economic development priorities. Six alternatives, including a No Action Alternative, are considered in this draft EIS. The preferred alternative would extend 21.4 miles. Cost of he preferred alternative is estimated at $1.01 billion. POSITIVE IMPACTS: The preferred alternative would increase speed limits within the corridor during periods of congestion from 23.7 miles per hour to 26.7 miles per hour. The accident rate within the corridor would be reduced, and traffic-related fatalities would decline as well. System linkage and capacity would be enhanced, and hurricane evacuation capacity would be increased. The parkway would boost local economic development and bring the area into compliance with respect to local and regional planning goals. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of 126 acres of farmland, 16 acres of commercial land, 14 acres of industrial development, 69 acres of institutional land, 179 acres of residential land, 114 acres of forested land, 114 acres of floodplain, 238 acres of wetlands, and 7,505 linear feet of waters within U.S. jurisdiction, requiring the relocation of 153 households, 12 businesses, one non-profit organization, and five churches. In addition, the preferred alternative would displace two cemeteries and disrupt community cohesion in 16 neighborhoods. Two sites listed in the National Register of Historic Places and seven sites potentially eligible sites would be affected. Traffic generated noise levels would increase substantially at 94 sensitive receptor sites and violate federal standards at 50 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050221, 337 pages, June 1, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Cemeteries
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hurricanes
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Section 106 Statements
KW  - Section 4(f) Statements
KW  - Streams
KW  - Transportation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Virginia
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
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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: June 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHOENIX SKY HARBOR INTERNATIONAL AIRPORT, PHOENIX, MARICOPA COUNTY, ARIZONA.
AN  - 36440769; 11548
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 emplanements 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 emplanements 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 emplanements 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 it 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-decible 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).
JF  - EPA number: 050222, 241 pages and maps, June 1, 2005
PY  - 2005
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Airports
KW  - Archaeological Sites
KW  - Archaeological Sites Surveys
KW  - Demolition
KW  - Energy Consumption Assessments
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Impact Assessment Methodology
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Terminal Facilities
KW  - Transportation
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
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Laura&rft.date=2015-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=9781321829617&rft.btitle=&rft.title=Acculturation+and+Important+People+and+Programming+for+Chinese+International+Students+at+Liberal+Arts+Colleges&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: June 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 9A RECONSTRUCTION PROJECT, LOWER MANHATTAN REDEVELOPMENT, WEST THAMES STREET TO CHAMBERS STREET, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1994).
AN  - 36437794; 11550
AB  - PURPOSE: The reconstruction of a five-mile section of Route 9A between Chambers and West Thames streets in Lower Manhattan is proposed. The area is being considered for reconstruction as a result of the terrorist attacks of September 11, 2001 that destroyed the World Trade Center (WTC) and severely damaged or destroyed nearby structures and transportation infrastructure including portions of Route 9A. The proposed project, which is reviewed in the supplement to the draft of 1994 on the reconstruction of Route 9A, is one of several federally funded projects proposed in response to the devastation of September 11, 2001. At the time of the September 11 attacks, the reconstruction of Route 9A, pursuant to the 1994 final EIS, was nearly complete. The attacks destroyed the section of the roadway in the vicinity of the WTC, between Liberty and Vesey streets. Located near the Hudson River between Battery Place and 59th Street, Route 9A (also known as West Street) is a six- to eight-lane principal urban arterial with a continuous bikeway and walkway. Route 9A is a multi-modal facility used by cars, trucks, buses, bicycles, and pedestrians. The section of Route 9A that is the subject of the proposed project lies at the southern end of the corridor. In addition to the subject of this final supplemental EIS, the New York State Department of Transportation is proposing the Promenade South Project south of West Thames Street. Three alternatives, including a No Action Alternative, are considered in this final supplemental EIS. The No Action Alternative would provide a post-September 11 six-lane interim roadway, with minor upgrading. The Short Bypass Alternative would provide a four-lane depressed/covered roadway for through traffic, with four surface lanes for local traffic. The At-Grade Alternative, which has been identified as the preferred alternative, would provide an eight-lane facility, as proposed in the 1994 final EIS, though the facility would realigned for exposed WTC site slurry walls. Cost of the At-Grade Alternative is estimated at $265 million, respectively. Implementation of this alternative would require approximately 26 months. POSITIVE IMPACTS: As a transportation cornerstone in the September 11 recovery effort, the project would provide a safe and efficient transportation facility that would meet the goals and objectives established for Route 9A prior to the attacks. Under any of the build alternatives, the structural deterioration, safety deficiencies, and inadequate capacity of Route 9A would be corrected. The transportation and visual improvements would improve neighborhood character. Public open space in the area would increase, including bikeways and walkways. NEGATIVE IMPACTS: Depending on the alternative considered, the project could result in displacement of residences and businesses, damage or removal of historic sites, alter the character of the adjacent neighborhoods, generate noise and vibrations that could affect area inhabitants and buildings, require relocation of utilities, and result in construction-related air pollutant emissions in excess of federal standards. Construction workers would be likely to encounter hazardous material 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 supplement, see 04-0459D, Volume 28, Number 4. For the abstracts of the draft EIS on the Route 9A reconstruction project from Battery Place to 59th Street, see 93-0202D Volume 17, Number 3. For the abstract of a related draft supplement, see 93-0356DS, Volume 17, Number 5.
JF  - EPA number: 050224, 487 pages and maps, June 1, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-02-S
KW  - Air Quality Assessments
KW  - Air Quality Standards Violations
KW  - Central Business Districts
KW  - Cultural Resources Surveys
KW  - Hazardous Materials
KW  - Health Hazard Analyses
KW  - Highway Structures
KW  - Highways
KW  - Historic Sites
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Traffic Analyses
KW  - Transportation
KW  - Underground Structures
KW  - Urban Development
KW  - Urban Renewal
KW  - Visual Resources
KW  - Visual Resources Surveys
KW  - New York
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Titilola&rft.date=2015-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=9781321876260&rft.btitle=&rft.title=Integration+and+persistence+of+international+students+in+a+U.S.+private+four-year+institution%3A+A+qualitative+case+study&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 - Final. Preparation date: June 1, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - ROUTE 9A RECONSTRUCTION PROJECT, LOWER MANHATTAN REDEVELOPMENT, WEST THAMES STREET TO CHAMBERS STREET, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1994). [Part 11 of 11]
T2  - ROUTE 9A RECONSTRUCTION PROJECT, LOWER MANHATTAN REDEVELOPMENT, WEST THAMES STREET TO CHAMBERS STREET, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1994).
AN  - 36380812; 050643F-050224_0011
AB  - PURPOSE: The reconstruction of a five-mile section of Route 9A between Chambers and West Thames streets in Lower Manhattan is proposed. The area is being considered for reconstruction as a result of the terrorist attacks of September 11, 2001 that destroyed the World Trade Center (WTC) and severely damaged or destroyed nearby structures and transportation infrastructure including portions of Route 9A. The proposed project, which is reviewed in the supplement to the draft of 1994 on the reconstruction of Route 9A, is one of several federally funded projects proposed in response to the devastation of September 11, 2001. At the time of the September 11 attacks, the reconstruction of Route 9A, pursuant to the 1994 final EIS, was nearly complete. The attacks destroyed the section of the roadway in the vicinity of the WTC, between Liberty and Vesey streets. Located near the Hudson River between Battery Place and 59th Street, Route 9A (also known as West Street) is a six- to eight-lane principal urban arterial with a continuous bikeway and walkway. Route 9A is a multi-modal facility used by cars, trucks, buses, bicycles, and pedestrians. The section of Route 9A that is the subject of the proposed project lies at the southern end of the corridor. In addition to the subject of this final supplemental EIS, the New York State Department of Transportation is proposing the Promenade South Project south of West Thames Street. Three alternatives, including a No Action Alternative, are considered in this final supplemental EIS. The No Action Alternative would provide a post-September 11 six-lane interim roadway, with minor upgrading. The Short Bypass Alternative would provide a four-lane depressed/covered roadway for through traffic, with four surface lanes for local traffic. The At-Grade Alternative, which has been identified as the preferred alternative, would provide an eight-lane facility, as proposed in the 1994 final EIS, though the facility would realigned for exposed WTC site slurry walls. Cost of the At-Grade Alternative is estimated at $265 million, respectively. Implementation of this alternative would require approximately 26 months. POSITIVE IMPACTS: As a transportation cornerstone in the September 11 recovery effort, the project would provide a safe and efficient transportation facility that would meet the goals and objectives established for Route 9A prior to the attacks. Under any of the build alternatives, the structural deterioration, safety deficiencies, and inadequate capacity of Route 9A would be corrected. The transportation and visual improvements would improve neighborhood character. Public open space in the area would increase, including bikeways and walkways. NEGATIVE IMPACTS: Depending on the alternative considered, the project could result in displacement of residences and businesses, damage or removal of historic sites, alter the character of the adjacent neighborhoods, generate noise and vibrations that could affect area inhabitants and buildings, require relocation of utilities, and result in construction-related air pollutant emissions in excess of federal standards. Construction workers would be likely to encounter hazardous material 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 supplement, see 04-0459D, Volume 28, Number 4. For the abstracts of the draft EIS on the Route 9A reconstruction project from Battery Place to 59th Street, see 93-0202D Volume 17, Number 3. For the abstract of a related draft supplement, see 93-0356DS, Volume 17, Number 5.
JF  - EPA number: 050224, 487 pages and maps, June 1, 2005
PY  - 2005
VL  - 11
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-02-S
KW  - Air Quality Assessments
KW  - Air Quality Standards Violations
KW  - Central Business Districts
KW  - Cultural Resources Surveys
KW  - Hazardous Materials
KW  - Health Hazard Analyses
KW  - Highway Structures
KW  - Highways
KW  - Historic Sites
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Traffic Analyses
KW  - Transportation
KW  - Underground Structures
KW  - Urban Development
KW  - Urban Renewal
KW  - Visual Resources
KW  - Visual Resources Surveys
KW  - New York
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380812?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Louisa&rft.date=2001-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=9780493524184&rft.btitle=&rft.title=Learning+out+of+the+classroom%3A+The+influence+of+peer+group+work+on+learning+outcome&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 - Final. Preparation date: June 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 9A RECONSTRUCTION PROJECT, LOWER MANHATTAN REDEVELOPMENT, WEST THAMES STREET TO CHAMBERS STREET, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1994). [Part 5 of 11]
T2  - ROUTE 9A RECONSTRUCTION PROJECT, LOWER MANHATTAN REDEVELOPMENT, WEST THAMES STREET TO CHAMBERS STREET, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1994).
AN  - 36373584; 050643F-050224_0005
AB  - PURPOSE: The reconstruction of a five-mile section of Route 9A between Chambers and West Thames streets in Lower Manhattan is proposed. The area is being considered for reconstruction as a result of the terrorist attacks of September 11, 2001 that destroyed the World Trade Center (WTC) and severely damaged or destroyed nearby structures and transportation infrastructure including portions of Route 9A. The proposed project, which is reviewed in the supplement to the draft of 1994 on the reconstruction of Route 9A, is one of several federally funded projects proposed in response to the devastation of September 11, 2001. At the time of the September 11 attacks, the reconstruction of Route 9A, pursuant to the 1994 final EIS, was nearly complete. The attacks destroyed the section of the roadway in the vicinity of the WTC, between Liberty and Vesey streets. Located near the Hudson River between Battery Place and 59th Street, Route 9A (also known as West Street) is a six- to eight-lane principal urban arterial with a continuous bikeway and walkway. Route 9A is a multi-modal facility used by cars, trucks, buses, bicycles, and pedestrians. The section of Route 9A that is the subject of the proposed project lies at the southern end of the corridor. In addition to the subject of this final supplemental EIS, the New York State Department of Transportation is proposing the Promenade South Project south of West Thames Street. Three alternatives, including a No Action Alternative, are considered in this final supplemental EIS. The No Action Alternative would provide a post-September 11 six-lane interim roadway, with minor upgrading. The Short Bypass Alternative would provide a four-lane depressed/covered roadway for through traffic, with four surface lanes for local traffic. The At-Grade Alternative, which has been identified as the preferred alternative, would provide an eight-lane facility, as proposed in the 1994 final EIS, though the facility would realigned for exposed WTC site slurry walls. Cost of the At-Grade Alternative is estimated at $265 million, respectively. Implementation of this alternative would require approximately 26 months. POSITIVE IMPACTS: As a transportation cornerstone in the September 11 recovery effort, the project would provide a safe and efficient transportation facility that would meet the goals and objectives established for Route 9A prior to the attacks. Under any of the build alternatives, the structural deterioration, safety deficiencies, and inadequate capacity of Route 9A would be corrected. The transportation and visual improvements would improve neighborhood character. Public open space in the area would increase, including bikeways and walkways. NEGATIVE IMPACTS: Depending on the alternative considered, the project could result in displacement of residences and businesses, damage or removal of historic sites, alter the character of the adjacent neighborhoods, generate noise and vibrations that could affect area inhabitants and buildings, require relocation of utilities, and result in construction-related air pollutant emissions in excess of federal standards. Construction workers would be likely to encounter hazardous material 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 supplement, see 04-0459D, Volume 28, Number 4. For the abstracts of the draft EIS on the Route 9A reconstruction project from Battery Place to 59th Street, see 93-0202D Volume 17, Number 3. For the abstract of a related draft supplement, see 93-0356DS, Volume 17, Number 5.
JF  - EPA number: 050224, 487 pages and maps, June 1, 2005
PY  - 2005
VL  - 5
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-02-S
KW  - Air Quality Assessments
KW  - Air Quality Standards Violations
KW  - Central Business Districts
KW  - Cultural Resources Surveys
KW  - Hazardous Materials
KW  - Health Hazard Analyses
KW  - Highway Structures
KW  - Highways
KW  - Historic Sites
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Traffic Analyses
KW  - Transportation
KW  - Underground Structures
KW  - Urban Development
KW  - Urban Renewal
KW  - Visual Resources
KW  - Visual Resources Surveys
KW  - New York
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373584?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=dissertations+%26+theses&rft.jtitle=&rft.atitle=&rft.au=Bonaparte%2C+Eric+Stanley%2C+Jr.&rft.aulast=Bonaparte&rft.aufirst=Eric&rft.date=2009-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=9781109123067&rft.btitle=&rft.title=Perceptions+of+faculty+and+students+of+important+influences+on+the+classroom+learning+of+African+American+students+at+predominately+White+institutions&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 - Final. Preparation date: June 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 9A RECONSTRUCTION PROJECT, LOWER MANHATTAN REDEVELOPMENT, WEST THAMES STREET TO CHAMBERS STREET, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1994). [Part 10 of 11]
T2  - ROUTE 9A RECONSTRUCTION PROJECT, LOWER MANHATTAN REDEVELOPMENT, WEST THAMES STREET TO CHAMBERS STREET, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1994).
AN  - 36373533; 050643F-050224_0010
AB  - PURPOSE: The reconstruction of a five-mile section of Route 9A between Chambers and West Thames streets in Lower Manhattan is proposed. The area is being considered for reconstruction as a result of the terrorist attacks of September 11, 2001 that destroyed the World Trade Center (WTC) and severely damaged or destroyed nearby structures and transportation infrastructure including portions of Route 9A. The proposed project, which is reviewed in the supplement to the draft of 1994 on the reconstruction of Route 9A, is one of several federally funded projects proposed in response to the devastation of September 11, 2001. At the time of the September 11 attacks, the reconstruction of Route 9A, pursuant to the 1994 final EIS, was nearly complete. The attacks destroyed the section of the roadway in the vicinity of the WTC, between Liberty and Vesey streets. Located near the Hudson River between Battery Place and 59th Street, Route 9A (also known as West Street) is a six- to eight-lane principal urban arterial with a continuous bikeway and walkway. Route 9A is a multi-modal facility used by cars, trucks, buses, bicycles, and pedestrians. The section of Route 9A that is the subject of the proposed project lies at the southern end of the corridor. In addition to the subject of this final supplemental EIS, the New York State Department of Transportation is proposing the Promenade South Project south of West Thames Street. Three alternatives, including a No Action Alternative, are considered in this final supplemental EIS. The No Action Alternative would provide a post-September 11 six-lane interim roadway, with minor upgrading. The Short Bypass Alternative would provide a four-lane depressed/covered roadway for through traffic, with four surface lanes for local traffic. The At-Grade Alternative, which has been identified as the preferred alternative, would provide an eight-lane facility, as proposed in the 1994 final EIS, though the facility would realigned for exposed WTC site slurry walls. Cost of the At-Grade Alternative is estimated at $265 million, respectively. Implementation of this alternative would require approximately 26 months. POSITIVE IMPACTS: As a transportation cornerstone in the September 11 recovery effort, the project would provide a safe and efficient transportation facility that would meet the goals and objectives established for Route 9A prior to the attacks. Under any of the build alternatives, the structural deterioration, safety deficiencies, and inadequate capacity of Route 9A would be corrected. The transportation and visual improvements would improve neighborhood character. Public open space in the area would increase, including bikeways and walkways. NEGATIVE IMPACTS: Depending on the alternative considered, the project could result in displacement of residences and businesses, damage or removal of historic sites, alter the character of the adjacent neighborhoods, generate noise and vibrations that could affect area inhabitants and buildings, require relocation of utilities, and result in construction-related air pollutant emissions in excess of federal standards. Construction workers would be likely to encounter hazardous material 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 supplement, see 04-0459D, Volume 28, Number 4. For the abstracts of the draft EIS on the Route 9A reconstruction project from Battery Place to 59th Street, see 93-0202D Volume 17, Number 3. For the abstract of a related draft supplement, see 93-0356DS, Volume 17, Number 5.
JF  - EPA number: 050224, 487 pages and maps, June 1, 2005
PY  - 2005
VL  - 10
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-02-S
KW  - Air Quality Assessments
KW  - Air Quality Standards Violations
KW  - Central Business Districts
KW  - Cultural Resources Surveys
KW  - Hazardous Materials
KW  - Health Hazard Analyses
KW  - Highway Structures
KW  - Highways
KW  - Historic Sites
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Traffic Analyses
KW  - Transportation
KW  - Underground Structures
KW  - Urban Development
KW  - Urban Renewal
KW  - Visual Resources
KW  - Visual Resources Surveys
KW  - New York
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373533?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Wei&rft.date=2015-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=9781339074719&rft.btitle=&rft.title=Exploring+Academic+Socialization+and+Identity+of+Chinese+Undergraduate+Students+in+the+U.S.&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 - Final. Preparation date: June 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 9A RECONSTRUCTION PROJECT, LOWER MANHATTAN REDEVELOPMENT, WEST THAMES STREET TO CHAMBERS STREET, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1994). [Part 7 of 11]
T2  - ROUTE 9A RECONSTRUCTION PROJECT, LOWER MANHATTAN REDEVELOPMENT, WEST THAMES STREET TO CHAMBERS STREET, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1994).
AN  - 36373397; 050643F-050224_0007
AB  - PURPOSE: The reconstruction of a five-mile section of Route 9A between Chambers and West Thames streets in Lower Manhattan is proposed. The area is being considered for reconstruction as a result of the terrorist attacks of September 11, 2001 that destroyed the World Trade Center (WTC) and severely damaged or destroyed nearby structures and transportation infrastructure including portions of Route 9A. The proposed project, which is reviewed in the supplement to the draft of 1994 on the reconstruction of Route 9A, is one of several federally funded projects proposed in response to the devastation of September 11, 2001. At the time of the September 11 attacks, the reconstruction of Route 9A, pursuant to the 1994 final EIS, was nearly complete. The attacks destroyed the section of the roadway in the vicinity of the WTC, between Liberty and Vesey streets. Located near the Hudson River between Battery Place and 59th Street, Route 9A (also known as West Street) is a six- to eight-lane principal urban arterial with a continuous bikeway and walkway. Route 9A is a multi-modal facility used by cars, trucks, buses, bicycles, and pedestrians. The section of Route 9A that is the subject of the proposed project lies at the southern end of the corridor. In addition to the subject of this final supplemental EIS, the New York State Department of Transportation is proposing the Promenade South Project south of West Thames Street. Three alternatives, including a No Action Alternative, are considered in this final supplemental EIS. The No Action Alternative would provide a post-September 11 six-lane interim roadway, with minor upgrading. The Short Bypass Alternative would provide a four-lane depressed/covered roadway for through traffic, with four surface lanes for local traffic. The At-Grade Alternative, which has been identified as the preferred alternative, would provide an eight-lane facility, as proposed in the 1994 final EIS, though the facility would realigned for exposed WTC site slurry walls. Cost of the At-Grade Alternative is estimated at $265 million, respectively. Implementation of this alternative would require approximately 26 months. POSITIVE IMPACTS: As a transportation cornerstone in the September 11 recovery effort, the project would provide a safe and efficient transportation facility that would meet the goals and objectives established for Route 9A prior to the attacks. Under any of the build alternatives, the structural deterioration, safety deficiencies, and inadequate capacity of Route 9A would be corrected. The transportation and visual improvements would improve neighborhood character. Public open space in the area would increase, including bikeways and walkways. NEGATIVE IMPACTS: Depending on the alternative considered, the project could result in displacement of residences and businesses, damage or removal of historic sites, alter the character of the adjacent neighborhoods, generate noise and vibrations that could affect area inhabitants and buildings, require relocation of utilities, and result in construction-related air pollutant emissions in excess of federal standards. Construction workers would be likely to encounter hazardous material 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 supplement, see 04-0459D, Volume 28, Number 4. For the abstracts of the draft EIS on the Route 9A reconstruction project from Battery Place to 59th Street, see 93-0202D Volume 17, Number 3. For the abstract of a related draft supplement, see 93-0356DS, Volume 17, Number 5.
JF  - EPA number: 050224, 487 pages and maps, June 1, 2005
PY  - 2005
VL  - 7
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-02-S
KW  - Air Quality Assessments
KW  - Air Quality Standards Violations
KW  - Central Business Districts
KW  - Cultural Resources Surveys
KW  - Hazardous Materials
KW  - Health Hazard Analyses
KW  - Highway Structures
KW  - Highways
KW  - Historic Sites
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Traffic Analyses
KW  - Transportation
KW  - Underground Structures
KW  - Urban Development
KW  - Urban Renewal
KW  - Visual Resources
KW  - Visual Resources Surveys
KW  - New York
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373397?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2010-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=9780494694824&rft.btitle=&rft.title=Exploring+the+use+of+an+Internal+Student+Homepage+for+Students+with+Learning+Disabilities+in+a+Postsecondary+Web+Community&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 - Final. Preparation date: June 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 9A RECONSTRUCTION PROJECT, LOWER MANHATTAN REDEVELOPMENT, WEST THAMES STREET TO CHAMBERS STREET, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1994). [Part 6 of 11]
T2  - ROUTE 9A RECONSTRUCTION PROJECT, LOWER MANHATTAN REDEVELOPMENT, WEST THAMES STREET TO CHAMBERS STREET, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1994).
AN  - 36373313; 050643F-050224_0006
AB  - PURPOSE: The reconstruction of a five-mile section of Route 9A between Chambers and West Thames streets in Lower Manhattan is proposed. The area is being considered for reconstruction as a result of the terrorist attacks of September 11, 2001 that destroyed the World Trade Center (WTC) and severely damaged or destroyed nearby structures and transportation infrastructure including portions of Route 9A. The proposed project, which is reviewed in the supplement to the draft of 1994 on the reconstruction of Route 9A, is one of several federally funded projects proposed in response to the devastation of September 11, 2001. At the time of the September 11 attacks, the reconstruction of Route 9A, pursuant to the 1994 final EIS, was nearly complete. The attacks destroyed the section of the roadway in the vicinity of the WTC, between Liberty and Vesey streets. Located near the Hudson River between Battery Place and 59th Street, Route 9A (also known as West Street) is a six- to eight-lane principal urban arterial with a continuous bikeway and walkway. Route 9A is a multi-modal facility used by cars, trucks, buses, bicycles, and pedestrians. The section of Route 9A that is the subject of the proposed project lies at the southern end of the corridor. In addition to the subject of this final supplemental EIS, the New York State Department of Transportation is proposing the Promenade South Project south of West Thames Street. Three alternatives, including a No Action Alternative, are considered in this final supplemental EIS. The No Action Alternative would provide a post-September 11 six-lane interim roadway, with minor upgrading. The Short Bypass Alternative would provide a four-lane depressed/covered roadway for through traffic, with four surface lanes for local traffic. The At-Grade Alternative, which has been identified as the preferred alternative, would provide an eight-lane facility, as proposed in the 1994 final EIS, though the facility would realigned for exposed WTC site slurry walls. Cost of the At-Grade Alternative is estimated at $265 million, respectively. Implementation of this alternative would require approximately 26 months. POSITIVE IMPACTS: As a transportation cornerstone in the September 11 recovery effort, the project would provide a safe and efficient transportation facility that would meet the goals and objectives established for Route 9A prior to the attacks. Under any of the build alternatives, the structural deterioration, safety deficiencies, and inadequate capacity of Route 9A would be corrected. The transportation and visual improvements would improve neighborhood character. Public open space in the area would increase, including bikeways and walkways. NEGATIVE IMPACTS: Depending on the alternative considered, the project could result in displacement of residences and businesses, damage or removal of historic sites, alter the character of the adjacent neighborhoods, generate noise and vibrations that could affect area inhabitants and buildings, require relocation of utilities, and result in construction-related air pollutant emissions in excess of federal standards. Construction workers would be likely to encounter hazardous material 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 supplement, see 04-0459D, Volume 28, Number 4. For the abstracts of the draft EIS on the Route 9A reconstruction project from Battery Place to 59th Street, see 93-0202D Volume 17, Number 3. For the abstract of a related draft supplement, see 93-0356DS, Volume 17, Number 5.
JF  - EPA number: 050224, 487 pages and maps, June 1, 2005
PY  - 2005
VL  - 6
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-02-S
KW  - Air Quality Assessments
KW  - Air Quality Standards Violations
KW  - Central Business Districts
KW  - Cultural Resources Surveys
KW  - Hazardous Materials
KW  - Health Hazard Analyses
KW  - Highway Structures
KW  - Highways
KW  - Historic Sites
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Traffic Analyses
KW  - Transportation
KW  - Underground Structures
KW  - Urban Development
KW  - Urban Renewal
KW  - Visual Resources
KW  - Visual Resources Surveys
KW  - New York
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373313?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: June 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 9A RECONSTRUCTION PROJECT, LOWER MANHATTAN REDEVELOPMENT, WEST THAMES STREET TO CHAMBERS STREET, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1994). [Part 9 of 11]
T2  - ROUTE 9A RECONSTRUCTION PROJECT, LOWER MANHATTAN REDEVELOPMENT, WEST THAMES STREET TO CHAMBERS STREET, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1994).
AN  - 36372919; 050643F-050224_0009
AB  - PURPOSE: The reconstruction of a five-mile section of Route 9A between Chambers and West Thames streets in Lower Manhattan is proposed. The area is being considered for reconstruction as a result of the terrorist attacks of September 11, 2001 that destroyed the World Trade Center (WTC) and severely damaged or destroyed nearby structures and transportation infrastructure including portions of Route 9A. The proposed project, which is reviewed in the supplement to the draft of 1994 on the reconstruction of Route 9A, is one of several federally funded projects proposed in response to the devastation of September 11, 2001. At the time of the September 11 attacks, the reconstruction of Route 9A, pursuant to the 1994 final EIS, was nearly complete. The attacks destroyed the section of the roadway in the vicinity of the WTC, between Liberty and Vesey streets. Located near the Hudson River between Battery Place and 59th Street, Route 9A (also known as West Street) is a six- to eight-lane principal urban arterial with a continuous bikeway and walkway. Route 9A is a multi-modal facility used by cars, trucks, buses, bicycles, and pedestrians. The section of Route 9A that is the subject of the proposed project lies at the southern end of the corridor. In addition to the subject of this final supplemental EIS, the New York State Department of Transportation is proposing the Promenade South Project south of West Thames Street. Three alternatives, including a No Action Alternative, are considered in this final supplemental EIS. The No Action Alternative would provide a post-September 11 six-lane interim roadway, with minor upgrading. The Short Bypass Alternative would provide a four-lane depressed/covered roadway for through traffic, with four surface lanes for local traffic. The At-Grade Alternative, which has been identified as the preferred alternative, would provide an eight-lane facility, as proposed in the 1994 final EIS, though the facility would realigned for exposed WTC site slurry walls. Cost of the At-Grade Alternative is estimated at $265 million, respectively. Implementation of this alternative would require approximately 26 months. POSITIVE IMPACTS: As a transportation cornerstone in the September 11 recovery effort, the project would provide a safe and efficient transportation facility that would meet the goals and objectives established for Route 9A prior to the attacks. Under any of the build alternatives, the structural deterioration, safety deficiencies, and inadequate capacity of Route 9A would be corrected. The transportation and visual improvements would improve neighborhood character. Public open space in the area would increase, including bikeways and walkways. NEGATIVE IMPACTS: Depending on the alternative considered, the project could result in displacement of residences and businesses, damage or removal of historic sites, alter the character of the adjacent neighborhoods, generate noise and vibrations that could affect area inhabitants and buildings, require relocation of utilities, and result in construction-related air pollutant emissions in excess of federal standards. Construction workers would be likely to encounter hazardous material 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 supplement, see 04-0459D, Volume 28, Number 4. For the abstracts of the draft EIS on the Route 9A reconstruction project from Battery Place to 59th Street, see 93-0202D Volume 17, Number 3. For the abstract of a related draft supplement, see 93-0356DS, Volume 17, Number 5.
JF  - EPA number: 050224, 487 pages and maps, June 1, 2005
PY  - 2005
VL  - 9
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-02-S
KW  - Air Quality Assessments
KW  - Air Quality Standards Violations
KW  - Central Business Districts
KW  - Cultural Resources Surveys
KW  - Hazardous Materials
KW  - Health Hazard Analyses
KW  - Highway Structures
KW  - Highways
KW  - Historic Sites
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Traffic Analyses
KW  - Transportation
KW  - Underground Structures
KW  - Urban Development
KW  - Urban Renewal
KW  - Visual Resources
KW  - Visual Resources Surveys
KW  - New York
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372919?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+9A+RECONSTRUCTION+PROJECT%2C+LOWER+MANHATTAN+REDEVELOPMENT%2C+WEST+THAMES+STREET+TO+CHAMBERS+STREET%2C+NEW+YORK+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+1994%29.&rft.title=ROUTE+9A+RECONSTRUCTION+PROJECT%2C+LOWER+MANHATTAN+REDEVELOPMENT%2C+WEST+THAMES+STREET+TO+CHAMBERS+STREET%2C+NEW+YORK+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+1994%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: June 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 9A RECONSTRUCTION PROJECT, LOWER MANHATTAN REDEVELOPMENT, WEST THAMES STREET TO CHAMBERS STREET, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1994). [Part 3 of 11]
T2  - ROUTE 9A RECONSTRUCTION PROJECT, LOWER MANHATTAN REDEVELOPMENT, WEST THAMES STREET TO CHAMBERS STREET, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1994).
AN  - 36372856; 050643F-050224_0003
AB  - PURPOSE: The reconstruction of a five-mile section of Route 9A between Chambers and West Thames streets in Lower Manhattan is proposed. The area is being considered for reconstruction as a result of the terrorist attacks of September 11, 2001 that destroyed the World Trade Center (WTC) and severely damaged or destroyed nearby structures and transportation infrastructure including portions of Route 9A. The proposed project, which is reviewed in the supplement to the draft of 1994 on the reconstruction of Route 9A, is one of several federally funded projects proposed in response to the devastation of September 11, 2001. At the time of the September 11 attacks, the reconstruction of Route 9A, pursuant to the 1994 final EIS, was nearly complete. The attacks destroyed the section of the roadway in the vicinity of the WTC, between Liberty and Vesey streets. Located near the Hudson River between Battery Place and 59th Street, Route 9A (also known as West Street) is a six- to eight-lane principal urban arterial with a continuous bikeway and walkway. Route 9A is a multi-modal facility used by cars, trucks, buses, bicycles, and pedestrians. The section of Route 9A that is the subject of the proposed project lies at the southern end of the corridor. In addition to the subject of this final supplemental EIS, the New York State Department of Transportation is proposing the Promenade South Project south of West Thames Street. Three alternatives, including a No Action Alternative, are considered in this final supplemental EIS. The No Action Alternative would provide a post-September 11 six-lane interim roadway, with minor upgrading. The Short Bypass Alternative would provide a four-lane depressed/covered roadway for through traffic, with four surface lanes for local traffic. The At-Grade Alternative, which has been identified as the preferred alternative, would provide an eight-lane facility, as proposed in the 1994 final EIS, though the facility would realigned for exposed WTC site slurry walls. Cost of the At-Grade Alternative is estimated at $265 million, respectively. Implementation of this alternative would require approximately 26 months. POSITIVE IMPACTS: As a transportation cornerstone in the September 11 recovery effort, the project would provide a safe and efficient transportation facility that would meet the goals and objectives established for Route 9A prior to the attacks. Under any of the build alternatives, the structural deterioration, safety deficiencies, and inadequate capacity of Route 9A would be corrected. The transportation and visual improvements would improve neighborhood character. Public open space in the area would increase, including bikeways and walkways. NEGATIVE IMPACTS: Depending on the alternative considered, the project could result in displacement of residences and businesses, damage or removal of historic sites, alter the character of the adjacent neighborhoods, generate noise and vibrations that could affect area inhabitants and buildings, require relocation of utilities, and result in construction-related air pollutant emissions in excess of federal standards. Construction workers would be likely to encounter hazardous material 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 supplement, see 04-0459D, Volume 28, Number 4. For the abstracts of the draft EIS on the Route 9A reconstruction project from Battery Place to 59th Street, see 93-0202D Volume 17, Number 3. For the abstract of a related draft supplement, see 93-0356DS, Volume 17, Number 5.
JF  - EPA number: 050224, 487 pages and maps, June 1, 2005
PY  - 2005
VL  - 3
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-02-S
KW  - Air Quality Assessments
KW  - Air Quality Standards Violations
KW  - Central Business Districts
KW  - Cultural Resources Surveys
KW  - Hazardous Materials
KW  - Health Hazard Analyses
KW  - Highway Structures
KW  - Highways
KW  - Historic Sites
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Traffic Analyses
KW  - Transportation
KW  - Underground Structures
KW  - Urban Development
KW  - Urban Renewal
KW  - Visual Resources
KW  - Visual Resources Surveys
KW  - New York
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372856?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-06-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+9A+RECONSTRUCTION+PROJECT%2C+LOWER+MANHATTAN+REDEVELOPMENT%2C+WEST+THAMES+STREET+TO+CHAMBERS+STREET%2C+NEW+YORK+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+1994%29.&rft.title=ROUTE+9A+RECONSTRUCTION+PROJECT%2C+LOWER+MANHATTAN+REDEVELOPMENT%2C+WEST+THAMES+STREET+TO+CHAMBERS+STREET%2C+NEW+YORK+COUNTY%2C+NEW+YORK+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MAY+1994%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: June 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 9A RECONSTRUCTION PROJECT, LOWER MANHATTAN REDEVELOPMENT, WEST THAMES STREET TO CHAMBERS STREET, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1994). [Part 8 of 11]
T2  - ROUTE 9A RECONSTRUCTION PROJECT, LOWER MANHATTAN REDEVELOPMENT, WEST THAMES STREET TO CHAMBERS STREET, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1994).
AN  - 36372348; 050643F-050224_0008
AB  - PURPOSE: The reconstruction of a five-mile section of Route 9A between Chambers and West Thames streets in Lower Manhattan is proposed. The area is being considered for reconstruction as a result of the terrorist attacks of September 11, 2001 that destroyed the World Trade Center (WTC) and severely damaged or destroyed nearby structures and transportation infrastructure including portions of Route 9A. The proposed project, which is reviewed in the supplement to the draft of 1994 on the reconstruction of Route 9A, is one of several federally funded projects proposed in response to the devastation of September 11, 2001. At the time of the September 11 attacks, the reconstruction of Route 9A, pursuant to the 1994 final EIS, was nearly complete. The attacks destroyed the section of the roadway in the vicinity of the WTC, between Liberty and Vesey streets. Located near the Hudson River between Battery Place and 59th Street, Route 9A (also known as West Street) is a six- to eight-lane principal urban arterial with a continuous bikeway and walkway. Route 9A is a multi-modal facility used by cars, trucks, buses, bicycles, and pedestrians. The section of Route 9A that is the subject of the proposed project lies at the southern end of the corridor. In addition to the subject of this final supplemental EIS, the New York State Department of Transportation is proposing the Promenade South Project south of West Thames Street. Three alternatives, including a No Action Alternative, are considered in this final supplemental EIS. The No Action Alternative would provide a post-September 11 six-lane interim roadway, with minor upgrading. The Short Bypass Alternative would provide a four-lane depressed/covered roadway for through traffic, with four surface lanes for local traffic. The At-Grade Alternative, which has been identified as the preferred alternative, would provide an eight-lane facility, as proposed in the 1994 final EIS, though the facility would realigned for exposed WTC site slurry walls. Cost of the At-Grade Alternative is estimated at $265 million, respectively. Implementation of this alternative would require approximately 26 months. POSITIVE IMPACTS: As a transportation cornerstone in the September 11 recovery effort, the project would provide a safe and efficient transportation facility that would meet the goals and objectives established for Route 9A prior to the attacks. Under any of the build alternatives, the structural deterioration, safety deficiencies, and inadequate capacity of Route 9A would be corrected. The transportation and visual improvements would improve neighborhood character. Public open space in the area would increase, including bikeways and walkways. NEGATIVE IMPACTS: Depending on the alternative considered, the project could result in displacement of residences and businesses, damage or removal of historic sites, alter the character of the adjacent neighborhoods, generate noise and vibrations that could affect area inhabitants and buildings, require relocation of utilities, and result in construction-related air pollutant emissions in excess of federal standards. Construction workers would be likely to encounter hazardous material 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 supplement, see 04-0459D, Volume 28, Number 4. For the abstracts of the draft EIS on the Route 9A reconstruction project from Battery Place to 59th Street, see 93-0202D Volume 17, Number 3. For the abstract of a related draft supplement, see 93-0356DS, Volume 17, Number 5.
JF  - EPA number: 050224, 487 pages and maps, June 1, 2005
PY  - 2005
VL  - 8
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-02-S
KW  - Air Quality Assessments
KW  - Air Quality Standards Violations
KW  - Central Business Districts
KW  - Cultural Resources Surveys
KW  - Hazardous Materials
KW  - Health Hazard Analyses
KW  - Highway Structures
KW  - Highways
KW  - Historic Sites
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Traffic Analyses
KW  - Transportation
KW  - Underground Structures
KW  - Urban Development
KW  - Urban Renewal
KW  - Visual Resources
KW  - Visual Resources Surveys
KW  - New York
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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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 - Final. Preparation date: June 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 90 SNOQUALMIE PASS EAST, KITTITAS COUNTY, WASHINGTON. [Part 1 of 1]
T2  - INTERSTATE 90 SNOQUALMIE PASS EAST, KITTITAS COUNTY, WASHINGTON.
AN  - 36371462; 050640D-050220_0001
AB  - PURPOSE: THe improvement of a 15-mile section of Interstate 90 (-90), known as the Snoqualmie Pass East Project, in Kittitas County, Washington within the Wenatchee National Forest is proposed. The study area begins on the eastern side of Snoqualmie Pass at milepost 55.10 in Hayek and ends at milepost 70.3 in Easton. I-90 is vital to the state's economy due its status as the main east-west transportation corridor across Washington. I-90 connects Puget Sound's deep-water pots, lager population centers, and retail and service businesses with the farmlands, industries, and extensive outdoor recreational areas of eastern Washington. The 15-mile study corridor is pat of the 100-mile designated scenic byway called the Mounts to Sound Greenway. The Greenway is one of three designated scenic byways in Washington, and it was the first interstate in the country to be designated as a National Scenic Byway. The Wenatchee National Forest provides recreational experiences to over 5.0 million visitors per year and is nee of the nation's top six most visited national forests. This section of I-90 has been plagued by avalanches, unstable slopes, deteriorating pavement, high traffic volumes, and a high accident rate. In addition to the proposed action, known as the Common Route Alternative, this draft EIS addresses the No-Build Alternative. The proposed action would provide improvements along Keechelus Lake to remove or reduce the need for avalanche control work; stabilize slopes to reduce the risk of falling rock and debris; replace damaged pavement; expand I-90 from four lanes to six lanes to accommodate increases in traffic volume; and improve habitat connections for fish and wildlife. In addition, the Common Route Alternative would improve curves in specific areas of the corridor. Low-clearance bridges would be removed and replaced with bridges that accommodate large trucks. Four alignment alternatives would be considered at Kechelus Lake, including the use of two 1.9-mile tunnels, two 0.6-mile tunnels, a westbound only tunnel, or a shoreline alignment, both directions of traffic moving along the lake around Slide Curve. POSITIVE IMPACTS: The preferred action would reduce the risks of avalanche to the traveling public and eliminate road closures required for avalanche control work; reduce the risk of rock and debris falling onto the roadway from unstable slopes; fix structural deficiencies by replacing damaged pavement, provide for the growth-related increases in traffic volume, and connect habitats across I-90 for fish and wildlife. Stream channel function in the Gold Creek, Swamp Creek, Toll Creek, Hudson Creek, and Price/Noble Creek areas would improve. Storm water pollutant loading in Keechelus Lake would decline. NEGATIVE IMPACTS: Rights-of-way development would disturb soils, displace wetlands, fish and aquatic habitat, terrestrial habitat, riparian habitat, mature forest and recreational resources. LEGAL MANDATES: Department of Transportation Act of 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 Forest Management Act of 1976 (16 U.S.C. 1600 et seq.).
JF  - EPA number: 050220, 511 pages, June 1, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-WA-EIS-05-01-D
KW  - Air Quality Assessments
KW  - Biologic Surveys
KW  - Creeks
KW  - Fish
KW  - Forests
KW  - Geologic Surveys
KW  - Health Hazard Analyses
KW  - Hydrologic Assessments
KW  - Lakes
KW  - Noise Assessments
KW  - Recreation Facilities
KW  - Recreation Resources
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Soils Surveys
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Surveys
KW  - Transportation
KW  - Washington
KW  - Wenatcheee National Forest
KW  - Department of Transportation Act of 1966, Recreational Resources
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Forest Management Act of 1976, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 9A RECONSTRUCTION PROJECT, LOWER MANHATTAN REDEVELOPMENT, WEST THAMES STREET TO CHAMBERS STREET, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1994). [Part 1 of 11]
T2  - ROUTE 9A RECONSTRUCTION PROJECT, LOWER MANHATTAN REDEVELOPMENT, WEST THAMES STREET TO CHAMBERS STREET, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1994).
AN  - 36371216; 050643F-050224_0001
AB  - PURPOSE: The reconstruction of a five-mile section of Route 9A between Chambers and West Thames streets in Lower Manhattan is proposed. The area is being considered for reconstruction as a result of the terrorist attacks of September 11, 2001 that destroyed the World Trade Center (WTC) and severely damaged or destroyed nearby structures and transportation infrastructure including portions of Route 9A. The proposed project, which is reviewed in the supplement to the draft of 1994 on the reconstruction of Route 9A, is one of several federally funded projects proposed in response to the devastation of September 11, 2001. At the time of the September 11 attacks, the reconstruction of Route 9A, pursuant to the 1994 final EIS, was nearly complete. The attacks destroyed the section of the roadway in the vicinity of the WTC, between Liberty and Vesey streets. Located near the Hudson River between Battery Place and 59th Street, Route 9A (also known as West Street) is a six- to eight-lane principal urban arterial with a continuous bikeway and walkway. Route 9A is a multi-modal facility used by cars, trucks, buses, bicycles, and pedestrians. The section of Route 9A that is the subject of the proposed project lies at the southern end of the corridor. In addition to the subject of this final supplemental EIS, the New York State Department of Transportation is proposing the Promenade South Project south of West Thames Street. Three alternatives, including a No Action Alternative, are considered in this final supplemental EIS. The No Action Alternative would provide a post-September 11 six-lane interim roadway, with minor upgrading. The Short Bypass Alternative would provide a four-lane depressed/covered roadway for through traffic, with four surface lanes for local traffic. The At-Grade Alternative, which has been identified as the preferred alternative, would provide an eight-lane facility, as proposed in the 1994 final EIS, though the facility would realigned for exposed WTC site slurry walls. Cost of the At-Grade Alternative is estimated at $265 million, respectively. Implementation of this alternative would require approximately 26 months. POSITIVE IMPACTS: As a transportation cornerstone in the September 11 recovery effort, the project would provide a safe and efficient transportation facility that would meet the goals and objectives established for Route 9A prior to the attacks. Under any of the build alternatives, the structural deterioration, safety deficiencies, and inadequate capacity of Route 9A would be corrected. The transportation and visual improvements would improve neighborhood character. Public open space in the area would increase, including bikeways and walkways. NEGATIVE IMPACTS: Depending on the alternative considered, the project could result in displacement of residences and businesses, damage or removal of historic sites, alter the character of the adjacent neighborhoods, generate noise and vibrations that could affect area inhabitants and buildings, require relocation of utilities, and result in construction-related air pollutant emissions in excess of federal standards. Construction workers would be likely to encounter hazardous material 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 supplement, see 04-0459D, Volume 28, Number 4. For the abstracts of the draft EIS on the Route 9A reconstruction project from Battery Place to 59th Street, see 93-0202D Volume 17, Number 3. For the abstract of a related draft supplement, see 93-0356DS, Volume 17, Number 5.
JF  - EPA number: 050224, 487 pages and maps, June 1, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-02-S
KW  - Air Quality Assessments
KW  - Air Quality Standards Violations
KW  - Central Business Districts
KW  - Cultural Resources Surveys
KW  - Hazardous Materials
KW  - Health Hazard Analyses
KW  - Highway Structures
KW  - Highways
KW  - Historic Sites
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Traffic Analyses
KW  - Transportation
KW  - Underground Structures
KW  - Urban Development
KW  - Urban Renewal
KW  - Visual Resources
KW  - Visual Resources Surveys
KW  - New York
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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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 - Final. Preparation date: June 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 9A RECONSTRUCTION PROJECT, LOWER MANHATTAN REDEVELOPMENT, WEST THAMES STREET TO CHAMBERS STREET, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1994). [Part 4 of 11]
T2  - ROUTE 9A RECONSTRUCTION PROJECT, LOWER MANHATTAN REDEVELOPMENT, WEST THAMES STREET TO CHAMBERS STREET, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1994).
AN  - 36371010; 050643F-050224_0004
AB  - PURPOSE: The reconstruction of a five-mile section of Route 9A between Chambers and West Thames streets in Lower Manhattan is proposed. The area is being considered for reconstruction as a result of the terrorist attacks of September 11, 2001 that destroyed the World Trade Center (WTC) and severely damaged or destroyed nearby structures and transportation infrastructure including portions of Route 9A. The proposed project, which is reviewed in the supplement to the draft of 1994 on the reconstruction of Route 9A, is one of several federally funded projects proposed in response to the devastation of September 11, 2001. At the time of the September 11 attacks, the reconstruction of Route 9A, pursuant to the 1994 final EIS, was nearly complete. The attacks destroyed the section of the roadway in the vicinity of the WTC, between Liberty and Vesey streets. Located near the Hudson River between Battery Place and 59th Street, Route 9A (also known as West Street) is a six- to eight-lane principal urban arterial with a continuous bikeway and walkway. Route 9A is a multi-modal facility used by cars, trucks, buses, bicycles, and pedestrians. The section of Route 9A that is the subject of the proposed project lies at the southern end of the corridor. In addition to the subject of this final supplemental EIS, the New York State Department of Transportation is proposing the Promenade South Project south of West Thames Street. Three alternatives, including a No Action Alternative, are considered in this final supplemental EIS. The No Action Alternative would provide a post-September 11 six-lane interim roadway, with minor upgrading. The Short Bypass Alternative would provide a four-lane depressed/covered roadway for through traffic, with four surface lanes for local traffic. The At-Grade Alternative, which has been identified as the preferred alternative, would provide an eight-lane facility, as proposed in the 1994 final EIS, though the facility would realigned for exposed WTC site slurry walls. Cost of the At-Grade Alternative is estimated at $265 million, respectively. Implementation of this alternative would require approximately 26 months. POSITIVE IMPACTS: As a transportation cornerstone in the September 11 recovery effort, the project would provide a safe and efficient transportation facility that would meet the goals and objectives established for Route 9A prior to the attacks. Under any of the build alternatives, the structural deterioration, safety deficiencies, and inadequate capacity of Route 9A would be corrected. The transportation and visual improvements would improve neighborhood character. Public open space in the area would increase, including bikeways and walkways. NEGATIVE IMPACTS: Depending on the alternative considered, the project could result in displacement of residences and businesses, damage or removal of historic sites, alter the character of the adjacent neighborhoods, generate noise and vibrations that could affect area inhabitants and buildings, require relocation of utilities, and result in construction-related air pollutant emissions in excess of federal standards. Construction workers would be likely to encounter hazardous material 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 supplement, see 04-0459D, Volume 28, Number 4. For the abstracts of the draft EIS on the Route 9A reconstruction project from Battery Place to 59th Street, see 93-0202D Volume 17, Number 3. For the abstract of a related draft supplement, see 93-0356DS, Volume 17, Number 5.
JF  - EPA number: 050224, 487 pages and maps, June 1, 2005
PY  - 2005
VL  - 4
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-02-S
KW  - Air Quality Assessments
KW  - Air Quality Standards Violations
KW  - Central Business Districts
KW  - Cultural Resources Surveys
KW  - Hazardous Materials
KW  - Health Hazard Analyses
KW  - Highway Structures
KW  - Highways
KW  - Historic Sites
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Traffic Analyses
KW  - Transportation
KW  - Underground Structures
KW  - Urban Development
KW  - Urban Renewal
KW  - Visual Resources
KW  - Visual Resources Surveys
KW  - New York
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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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 - Final. Preparation date: June 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 9A RECONSTRUCTION PROJECT, LOWER MANHATTAN REDEVELOPMENT, WEST THAMES STREET TO CHAMBERS STREET, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1994). [Part 2 of 11]
T2  - ROUTE 9A RECONSTRUCTION PROJECT, LOWER MANHATTAN REDEVELOPMENT, WEST THAMES STREET TO CHAMBERS STREET, NEW YORK COUNTY, NEW YORK (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MAY 1994).
AN  - 36370972; 050643F-050224_0002
AB  - PURPOSE: The reconstruction of a five-mile section of Route 9A between Chambers and West Thames streets in Lower Manhattan is proposed. The area is being considered for reconstruction as a result of the terrorist attacks of September 11, 2001 that destroyed the World Trade Center (WTC) and severely damaged or destroyed nearby structures and transportation infrastructure including portions of Route 9A. The proposed project, which is reviewed in the supplement to the draft of 1994 on the reconstruction of Route 9A, is one of several federally funded projects proposed in response to the devastation of September 11, 2001. At the time of the September 11 attacks, the reconstruction of Route 9A, pursuant to the 1994 final EIS, was nearly complete. The attacks destroyed the section of the roadway in the vicinity of the WTC, between Liberty and Vesey streets. Located near the Hudson River between Battery Place and 59th Street, Route 9A (also known as West Street) is a six- to eight-lane principal urban arterial with a continuous bikeway and walkway. Route 9A is a multi-modal facility used by cars, trucks, buses, bicycles, and pedestrians. The section of Route 9A that is the subject of the proposed project lies at the southern end of the corridor. In addition to the subject of this final supplemental EIS, the New York State Department of Transportation is proposing the Promenade South Project south of West Thames Street. Three alternatives, including a No Action Alternative, are considered in this final supplemental EIS. The No Action Alternative would provide a post-September 11 six-lane interim roadway, with minor upgrading. The Short Bypass Alternative would provide a four-lane depressed/covered roadway for through traffic, with four surface lanes for local traffic. The At-Grade Alternative, which has been identified as the preferred alternative, would provide an eight-lane facility, as proposed in the 1994 final EIS, though the facility would realigned for exposed WTC site slurry walls. Cost of the At-Grade Alternative is estimated at $265 million, respectively. Implementation of this alternative would require approximately 26 months. POSITIVE IMPACTS: As a transportation cornerstone in the September 11 recovery effort, the project would provide a safe and efficient transportation facility that would meet the goals and objectives established for Route 9A prior to the attacks. Under any of the build alternatives, the structural deterioration, safety deficiencies, and inadequate capacity of Route 9A would be corrected. The transportation and visual improvements would improve neighborhood character. Public open space in the area would increase, including bikeways and walkways. NEGATIVE IMPACTS: Depending on the alternative considered, the project could result in displacement of residences and businesses, damage or removal of historic sites, alter the character of the adjacent neighborhoods, generate noise and vibrations that could affect area inhabitants and buildings, require relocation of utilities, and result in construction-related air pollutant emissions in excess of federal standards. Construction workers would be likely to encounter hazardous material 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 supplement, see 04-0459D, Volume 28, Number 4. For the abstracts of the draft EIS on the Route 9A reconstruction project from Battery Place to 59th Street, see 93-0202D Volume 17, Number 3. For the abstract of a related draft supplement, see 93-0356DS, Volume 17, Number 5.
JF  - EPA number: 050224, 487 pages and maps, June 1, 2005
PY  - 2005
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-02-S
KW  - Air Quality Assessments
KW  - Air Quality Standards Violations
KW  - Central Business Districts
KW  - Cultural Resources Surveys
KW  - Hazardous Materials
KW  - Health Hazard Analyses
KW  - Highway Structures
KW  - Highways
KW  - Historic Sites
KW  - Noise
KW  - Noise Assessments
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Traffic Analyses
KW  - Transportation
KW  - Underground Structures
KW  - Urban Development
KW  - Urban Renewal
KW  - Visual Resources
KW  - Visual Resources Surveys
KW  - New York
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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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 - Final. Preparation date: June 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PHOENIX SKY HARBOR INTERNATIONAL AIRPORT, PHOENIX, MARICOPA COUNTY, ARIZONA. [Part 1 of 1]
T2  - PHOENIX SKY HARBOR INTERNATIONAL AIRPORT, PHOENIX, MARICOPA COUNTY, ARIZONA.
AN  - 36369230; 050450D-050222_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 emplanements 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 emplanements 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 emplanements 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 it 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-decible 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).
JF  - EPA number: 050222, 241 pages and maps, June 1, 2005
PY  - 2005
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  - Demolition
KW  - Energy Consumption Assessments
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Impact Assessment Methodology
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Terminal Facilities
KW  - Transportation
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Los Angeles, California; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: June 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SOUTHEASTERN PARKWAY AND GREENBELT LOCATION STUDY, CITIES OF CHESAPEAKE AND VIRGINIA BEACH, VIRGINIA. [Part 1 of 1]
T2  - SOUTHEASTERN PARKWAY AND GREENBELT LOCATION STUDY, CITIES OF CHESAPEAKE AND VIRGINIA BEACH, VIRGINIA.
AN  - 36368982; 050641D-050221_0001
AB  - PURPOSE: The improvement of the highway corridor extending from Chesapeake to Virginia Beach, Virginia is proposed. The proposed Southeastern Parkway and Greenbelt would be designed as a limited access highway with varying four-, six-, or eight-lane sections on mostly new location extending 21.3 to 23.6 miles. The parkway would begin at the interchange of Interstate 64 (I-64) and I-464 in the city of Chesapeake and extend to thee east and northeast, terminating at I-264 east of Oceana Naval Air Station (NAS) between Virginia Beach Boulevard and Laskin Road in the city of Virginia Beach. Chesapeake and Virginia Beach have exhibited tremendous growth over the past 30 years, leading to declining levels of service and decreased capacity on the associated roadways. Additional issues facing the transportation system in the area include a lack of east-west linkages between the two cities, limited access to Oceana NAS, lengthy hurricane evacuation times, and a limited transportation network to support local economic development priorities. Six alternatives, including a No Action Alternative, are considered in this draft EIS. The preferred alternative would extend 21.4 miles. Cost of he preferred alternative is estimated at $1.01 billion. POSITIVE IMPACTS: The preferred alternative would increase speed limits within the corridor during periods of congestion from 23.7 miles per hour to 26.7 miles per hour. The accident rate within the corridor would be reduced, and traffic-related fatalities would decline as well. System linkage and capacity would be enhanced, and hurricane evacuation capacity would be increased. The parkway would boost local economic development and bring the area into compliance with respect to local and regional planning goals. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of 126 acres of farmland, 16 acres of commercial land, 14 acres of industrial development, 69 acres of institutional land, 179 acres of residential land, 114 acres of forested land, 114 acres of floodplain, 238 acres of wetlands, and 7,505 linear feet of waters within U.S. jurisdiction, requiring the relocation of 153 households, 12 businesses, one non-profit organization, and five churches. In addition, the preferred alternative would displace two cemeteries and disrupt community cohesion in 16 neighborhoods. Two sites listed in the National Register of Historic Places and seven sites potentially eligible sites would be affected. Traffic generated noise levels would increase substantially at 94 sensitive receptor sites and violate federal standards at 50 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050221, 337 pages, June 1, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Cemeteries
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Hurricanes
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Section 106 Statements
KW  - Section 4(f) Statements
KW  - Streams
KW  - Transportation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Virginia
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
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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: June 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - JOUR
T1  - Bridge management issues in a large agency
AN  - 19652561; 7401554
AB  - With over 20,000 employees, an annual budget of approximately US$10 billion and the Maintenance and Operations responsibility for over 58,000 lane-miles of highway and over 12,000 bridges, the California Department of Transportation is by most measures a large agency. To be effective, management decisions must constantly assess the tradeoffs between many competing interests and conform to numerous constraints. This paper discusses many of these issues and their effects on decisions made to manage the state bridge inventory from a practitioners point of view.
JF  - Structure and Infrastructure Engineering: Maintenance, Management, Life Cycle
AU  - Shepard, Richard
AD  - California Department of Transportation, Structure Maintenance and Investigations, 1801 30th Street, Sacramento, CA, 95816, USA
Y1  - 2005/06//
PY  - 2005
DA  - Jun 2005
SP  - 159
EP  - 164
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  - 2
SN  - 1573-2479, 1573-2479
KW  - Health & Safety Science Abstracts
KW  - Bridge
KW  - Organization
KW  - Decisions
KW  - Issues
KW  - Management
KW  - Bridges
KW  - Transportation
KW  - life cycle
KW  - USA, California
KW  - budgets
KW  - infrastructure
KW  - Highways
KW  - Maintenance
KW  - responsibility
KW  - H 15000:Civil/Structural Engineering
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Date revised - 2007-06-01
N1  - Last updated - 2015-04-01
N1  - SubjectsTermNotLitGenreText - Transportation; Bridges; life cycle; Highways; infrastructure; budgets; Maintenance; responsibility; USA, California
DO  - http://dx.doi.org/10.1080/15732470412331289378
ER  - 



TY  - JOUR
T1  - Crash Comparison of Single Point and Tight Diamond Interchanges
AN  - 17846894; 6248473
AB  - Although the single point interchange (SPI) has been around for approximately 3 decades, very few attempts have been made to evaluate its safety performance with a similar configuration, the tight diamond interchange (TDI). This paper provides a crash comparison between the TDI and the SPI interchanges for intersection related crashes on the cross road only. The SPIs considered in this study are without frontage roads. Data from 27 diamond interchanges (DIs) in Washington were used in building a negative binomial model to predict total crashes and injury/fatality based on the off-ramp flow, cross-road flow, and separation distance between left and right ramp terminals. Crash analysis of 13 SPI sites was used to compare with newly developed crash models of diamond interchanges. Wilcoxon signed-rank test was applied for safety comparisons between the SPI and TDI. The safety comparison did not reveal a significant difference between the two types of interchanges neither for total crash. However, the single point urban interchanges were found to be safer than the comparable DIs for injury/fatality frequencies.
JF  - Journal of Transportation Engineering
AU  - Bared, J
AU  - Powell, A
AU  - Kaisar, E
AU  - Jagannathan, R
AD  - Federal Highway Administration, Turner-Fairbank Highway Research Center, 6300 Georgetown Pike, McLean, VA 22101-2296, USA, joe.bared@fhwa.dot.gov
Y1  - 2005/06//
PY  - 2005
DA  - Jun 2005
SP  - 379
EP  - 381
VL  - 131
IS  - 5
SN  - 0733-947X, 0733-947X
KW  - single point interchange
KW  - tight diamond interchange
KW  - Health & Safety Science Abstracts
KW  - Mortality
KW  - USA, Washington
KW  - safety engineering
KW  - Injuries
KW  - Highways
KW  - H 2000:Transportation
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Date revised - 2006-11-01
N1  - Last updated - 2011-12-13
N1  - SubjectsTermNotLitGenreText - USA, Washington; safety engineering; Mortality; Injuries; Highways
DO  - http://dx.doi.org/10.1061/(ASCE)0733-947X(2005)131:5(379)
ER  - 



TY  - RPRT
T1  - INTERSTATE 90 SNOQUALMIE PASS EAST, KITTITAS COUNTY, WASHINGTON.
AN  - 16358331; 11546
AB  - PURPOSE: THe improvement of a 15-mile section of Interstate 90 (-90), known as the Snoqualmie Pass East Project, in Kittitas County, Washington within the Wenatchee National Forest is proposed. The study area begins on the eastern side of Snoqualmie Pass at milepost 55.10 in Hayek and ends at milepost 70.3 in Easton. I-90 is vital to the state's economy due its status as the main east-west transportation corridor across Washington. I-90 connects Puget Sound's deep-water pots, lager population centers, and retail and service businesses with the farmlands, industries, and extensive outdoor recreational areas of eastern Washington. The 15-mile study corridor is pat of the 100-mile designated scenic byway called the Mounts to Sound Greenway. The Greenway is one of three designated scenic byways in Washington, and it was the first interstate in the country to be designated as a National Scenic Byway. The Wenatchee National Forest provides recreational experiences to over 5.0 million visitors per year and is nee of the nation's top six most visited national forests. This section of I-90 has been plagued by avalanches, unstable slopes, deteriorating pavement, high traffic volumes, and a high accident rate. In addition to the proposed action, known as the Common Route Alternative, this draft EIS addresses the No-Build Alternative. The proposed action would provide improvements along Keechelus Lake to remove or reduce the need for avalanche control work; stabilize slopes to reduce the risk of falling rock and debris; replace damaged pavement; expand I-90 from four lanes to six lanes to accommodate increases in traffic volume; and improve habitat connections for fish and wildlife. In addition, the Common Route Alternative would improve curves in specific areas of the corridor. Low-clearance bridges would be removed and replaced with bridges that accommodate large trucks. Four alignment alternatives would be considered at Kechelus Lake, including the use of two 1.9-mile tunnels, two 0.6-mile tunnels, a westbound only tunnel, or a shoreline alignment, both directions of traffic moving along the lake around Slide Curve. POSITIVE IMPACTS: The preferred action would reduce the risks of avalanche to the traveling public and eliminate road closures required for avalanche control work; reduce the risk of rock and debris falling onto the roadway from unstable slopes; fix structural deficiencies by replacing damaged pavement, provide for the growth-related increases in traffic volume, and connect habitats across I-90 for fish and wildlife. Stream channel function in the Gold Creek, Swamp Creek, Toll Creek, Hudson Creek, and Price/Noble Creek areas would improve. Storm water pollutant loading in Keechelus Lake would decline. NEGATIVE IMPACTS: Rights-of-way development would disturb soils, displace wetlands, fish and aquatic habitat, terrestrial habitat, riparian habitat, mature forest and recreational resources. LEGAL MANDATES: Department of Transportation Act of 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 Forest Management Act of 1976 (16 U.S.C. 1600 et seq.).
JF  - EPA number: 050220, 511 pages, June 1, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-WA-EIS-05-01-D
KW  - Air Quality Assessments
KW  - Biologic Surveys
KW  - Creeks
KW  - Fish
KW  - Forests
KW  - Geologic Surveys
KW  - Health Hazard Analyses
KW  - Hydrologic Assessments
KW  - Lakes
KW  - Noise Assessments
KW  - Recreation Facilities
KW  - Recreation Resources
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Soils Surveys
KW  - Visual Resources Surveys
KW  - Water Quality Assessments
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Surveys
KW  - Transportation
KW  - Washington
KW  - Wenatcheee National Forest
KW  - Department of Transportation Act of 1966, Recreational Resources
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Forest Management Act of 1976, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: June 1, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - TRUNK HIGHWAY 23 IMPROVEMENTS, PAYNESVILLE, MINNESOTA.
AN  - 36437249; 11540
AB  - PURPOSE: The improvement of Trunk Highway (TH) 23 from 0.25 mile west of County State-Aid Highway (CSAH) 6 to 0.3 mile southwest of SCAH 123 in and around Paynesville, Kandiyohi and Stearns counties, Minnesota is proposed. The study corridor is located in central Minnesota approximately 80 miles northwest of Minneapolis and 20 miles southwest of the Interstate 94/TH 23 interchange near St. Cloud. Locally and regionally, TH 23 serves as a major connection between the area's residents and employment and service centers as well as a key recreational and tourist access route. Tourist travel along TH 23 creates high seasonal and weekend traffic peaks that cause congestion. The segment through the city of Paynesville is a link in the route connecting St. Cloud and Willmar; Paynesville bypass alternatives have been proposed in the past. The large number of access points along TH 23 exceeds regional planning spacing guidelines. The skewed intersection of TH 23 and TH 55 and the narrow Canadian Pacific rail underpass exhibit substandard geometrics. Projected level of service for the year 2020 fails to meet standards during weekday morning and evening peak periods year-round and level of service is even lower during summer recreational travel periods. The proposed action would involve the construction of a four-lane, divided highway, using either a new alignment that would meet design standards for a rural expressway with a 70-ile-per-hour design speed and controlled access or a combination of new and existing alignments that would meet design standards for an urban roadway. A No-Build Alternative and four alternative alignments are considered in this draft EIS. Alignment alternatives include two western bypasses, an eastern bypass, and improvements on the existing alignment through Paynesville. Costs of the build alternatives range from $18 million to $36 million; and the benefit-cost ratios range from 1.8 for the low-cost alternative and to 2.6 for the high-cost alternative. POSITIVE IMPACTS: Implementation of the improvements to TH 23 would enhance the facility's function as an interregional corridor by discouraging additional traffic signals and direct access, preserving rights-of-way, and adopting a corridor management plan. The facility would provide a transportation system with sufficient capacity and operational efficiency to serve forecasted traffic volumes adequately. Substandard geometrics would be corrected or eliminated, and safety-related problems and potentials for traffic crashes would be addressed. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of three to 24 residences, 218 to 261 acres of farmland for the bypass alternatives (no farmland would be taken for the through-town alignment alternative), and one to 12 acres of wetlands. the far western bypass and the eastern bypass would affect the Glacial Lakes Trail and a driving range, respectively, and the through-town alternative would affect Memorial Park. One or two cultural resource sites would be affected if a bypass alternative were chosen. Traffic-generated noise levels would exceed federal standards in the vicinity of 113 to 183 sensitive receptor sites. Construction workers would encounter 11 to 83 contaminated properties within the rights-of-way. LEGAL MANDATES: Department of Transportation Act of 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: 050213, 247 pages and maps, May 26, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-05-01-D
KW  - Archaeological Sites
KW  - Archaeological Sites Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Parks
KW  - Recreation Facilities
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Trails
KW  - Transportation
KW  - Wetlands
KW  - Wildlife Surveys
KW  - Minnesota
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 Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: May 26, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - TRUNK HIGHWAY 23 IMPROVEMENTS, PAYNESVILLE, MINNESOTA. [Part 1 of 1]
T2  - TRUNK HIGHWAY 23 IMPROVEMENTS, PAYNESVILLE, MINNESOTA.
AN  - 36371261; 050639D-050213_0001
AB  - PURPOSE: The improvement of Trunk Highway (TH) 23 from 0.25 mile west of County State-Aid Highway (CSAH) 6 to 0.3 mile southwest of SCAH 123 in and around Paynesville, Kandiyohi and Stearns counties, Minnesota is proposed. The study corridor is located in central Minnesota approximately 80 miles northwest of Minneapolis and 20 miles southwest of the Interstate 94/TH 23 interchange near St. Cloud. Locally and regionally, TH 23 serves as a major connection between the area's residents and employment and service centers as well as a key recreational and tourist access route. Tourist travel along TH 23 creates high seasonal and weekend traffic peaks that cause congestion. The segment through the city of Paynesville is a link in the route connecting St. Cloud and Willmar; Paynesville bypass alternatives have been proposed in the past. The large number of access points along TH 23 exceeds regional planning spacing guidelines. The skewed intersection of TH 23 and TH 55 and the narrow Canadian Pacific rail underpass exhibit substandard geometrics. Projected level of service for the year 2020 fails to meet standards during weekday morning and evening peak periods year-round and level of service is even lower during summer recreational travel periods. The proposed action would involve the construction of a four-lane, divided highway, using either a new alignment that would meet design standards for a rural expressway with a 70-ile-per-hour design speed and controlled access or a combination of new and existing alignments that would meet design standards for an urban roadway. A No-Build Alternative and four alternative alignments are considered in this draft EIS. Alignment alternatives include two western bypasses, an eastern bypass, and improvements on the existing alignment through Paynesville. Costs of the build alternatives range from $18 million to $36 million; and the benefit-cost ratios range from 1.8 for the low-cost alternative and to 2.6 for the high-cost alternative. POSITIVE IMPACTS: Implementation of the improvements to TH 23 would enhance the facility's function as an interregional corridor by discouraging additional traffic signals and direct access, preserving rights-of-way, and adopting a corridor management plan. The facility would provide a transportation system with sufficient capacity and operational efficiency to serve forecasted traffic volumes adequately. Substandard geometrics would be corrected or eliminated, and safety-related problems and potentials for traffic crashes would be addressed. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of three to 24 residences, 218 to 261 acres of farmland for the bypass alternatives (no farmland would be taken for the through-town alignment alternative), and one to 12 acres of wetlands. the far western bypass and the eastern bypass would affect the Glacial Lakes Trail and a driving range, respectively, and the through-town alternative would affect Memorial Park. One or two cultural resource sites would be affected if a bypass alternative were chosen. Traffic-generated noise levels would exceed federal standards in the vicinity of 113 to 183 sensitive receptor sites. Construction workers would encounter 11 to 83 contaminated properties within the rights-of-way. LEGAL MANDATES: Department of Transportation Act of 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: 050213, 247 pages and maps, May 26, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-05-01-D
KW  - Archaeological Sites
KW  - Archaeological Sites Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Parks
KW  - Recreation Facilities
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Trails
KW  - Transportation
KW  - Wetlands
KW  - Wildlife Surveys
KW  - Minnesota
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 Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: May 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - CPAPER
T1  - Scour and unknown bridge foundations: What next?
AN  - 40053780; 3940291
AU  - Pagan, J
AU  - Jones, S
AU  - Mansukhani, S
AU  - Henderson, D
Y1  - 2005/05/25/
PY  - 2005
DA  - 2005 May 25
KW  - CPI, Conference Papers Index
KW  - U 5500:Geoscience
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - SuppNotes - Availability: Geo-Institute of ASCE, 1801 Alexander Bell Drive, Reston, VA 20191-4400; phone: 703-295-6350; fax: 703-295-6351; URL: www.geofrontiers05.org
N1  - Last updated - 2010-05-03
ER  - 



TY  - CPAPER
T1  - Chip sealing over fabric in Borrego Springs, CA
AN  - 39951775; 3936609
AU  - Davis, L
Y1  - 2005/05/25/
PY  - 2005
DA  - 2005 May 25
KW  - CPI, Conference Papers Index
KW  - U 5500:Geoscience
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - SuppNotes - Availability: Geo-Institute of ASCE, 1801 Alexander Bell Drive, Reston, VA 20191-4400; phone: 703-295-6350; fax: 703-295-6351; URL: www.geofrontiers05.org
N1  - Last updated - 2010-05-03
ER  - 



TY  - RPRT
T1  - VESSEL AND FACILITY RESPONSE PLANS FOR OIL: 2003 REMOVAL EQUIPMENT REQUIREMENTS AND alternatives TECHNOLOGY REVISIONS. [Part 1 of 1]
T2  - VESSEL AND FACILITY RESPONSE PLANS FOR OIL: 2003 REMOVAL EQUIPMENT REQUIREMENTS AND alternatives TECHNOLOGY REVISIONS.
AN  - 36379008; 050671D-050202_0001
AB  - PURPOSE: The implementation of a plan to increase spill removal capacity requirements for tank vessels and marine transportation-related (MTR) facilities and add requirements for new response technologies is proposed. The proposed regulations would only apply to waters where preauthorization agreement areas exist, which are demarcated as waters in the United States grater than three nautical miles from shore with the exception of several areas with preauthorization agreements at different distances from shore, including Maine, Massachusetts, Puerto Rico, the U.S. Virgin Islands, and Hawaii as well as areas such as Washington, Oregon, Connecticut, and large portions of Alaska, which have case-by-base preauthorization agreements. The underlying rationale for the establishment of preauthorization agreements closer than 3 nautical miles from shore is the ability of the environment in these locations to provide reasonable dilution over a shorter distance due to depth and hydrodynamic conditions. The EIS also addresses waters where preauthorization agreements are not currently in place, namely, American Samoa, Guam, and the Commonwealth of the Northern Mariana Islands. Five alternatives, including a No Action Alternative (Alternative 1), are considered in this draft EIS. The action alternatives would consist of one or a combination of the following: increasing on-water mechanical recovery equipment levels; requiring on-water dispersant application capability; establishment of an open-water in situ burn credit; and institution of a requirement require mandating aerial tracking capability. As a programmatic document, this EIS addresses general issues in a broad, program-oriented analysis. The preferred alternative (Alternative 5) would establish not increase in mechanical recovery capability, establish in situ burn credit, and establish and maintain aerial tracking capacity requirements. All action alternatives would require aerial tracking capabilities, available by contract or other approved means. POSITIVE IMPACTS: The proposed regulatory actions would increase the available oil spill removal capability by developing appropriate means to increase the response equipment capability requirements for tank vessels and MTR facilities. The aerial tracking requirement would allow plan holders the ability to maintain visual observation of spill response operations and allow for efficient deployment of mechanical recovery resources as well as dispersant application systems and in situ burn equipment. The preferred alternative would increase opportunities to actually use dispersant and in situ burning at incidents where those options were previously not employed solely because appropriate response times could not be met. NEGATIVE IMPACTS: The efficiency of mechanical recovery and in situ burning would be less than 15 percent. Only chemical dispersant would offer the opportunity to treat large volumes of oil effectively. Burning oil would also result in the release of significant levels of hydrocarbon pollutants into the atmosphere. Dispersant would damage biota in coastal and marine ecosystems due to dispersant' toxic constituents. LEGAL MANDATES: Executive Order 12777, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Oil Pollution Act of 1990 (33 U.S.C. 2701 et seq.).
JF  - EPA number: 050202, 992 pages, May 20, 2005
PY  - 2005
VL  - 1
KW  - Wastes
KW  - Aircraft
KW  - Air Quality
KW  - Burning (Prescribed)
KW  - Chemicals
KW  - Coastal Zones
KW  - Fuel Storage
KW  - Harbors
KW  - Harbor Improvements
KW  - Hazardous Substances
KW  - Helicopters
KW  - Marine Mammals
KW  - Marine Systems
KW  - Oil Spills
KW  - Regulations
KW  - Ships
KW  - Storage
KW  - Terminal Facilities
KW  - Toxicity
KW  - Transportation
KW  - Water Quality
KW  - Executive Order 12777, Compliance
KW  - Federal Water Pollution Control Act of 1972, Compliance
KW  - Oil Pollution Act of 1990, Program Authorization
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: May 20, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - VESSEL AND FACILITY RESPONSE PLANS FOR OIL: 2003 REMOVAL EQUIPMENT REQUIREMENTS AND alternatives TECHNOLOGY REVISIONS.
AN  - 16358221; 11529
AB  - PURPOSE: The implementation of a plan to increase spill removal capacity requirements for tank vessels and marine transportation-related (MTR) facilities and add requirements for new response technologies is proposed. The proposed regulations would only apply to waters where preauthorization agreement areas exist, which are demarcated as waters in the United States grater than three nautical miles from shore with the exception of several areas with preauthorization agreements at different distances from shore, including Maine, Massachusetts, Puerto Rico, the U.S. Virgin Islands, and Hawaii as well as areas such as Washington, Oregon, Connecticut, and large portions of Alaska, which have case-by-base preauthorization agreements. The underlying rationale for the establishment of preauthorization agreements closer than 3 nautical miles from shore is the ability of the environment in these locations to provide reasonable dilution over a shorter distance due to depth and hydrodynamic conditions. The EIS also addresses waters where preauthorization agreements are not currently in place, namely, American Samoa, Guam, and the Commonwealth of the Northern Mariana Islands. Five alternatives, including a No Action Alternative (Alternative 1), are considered in this draft EIS. The action alternatives would consist of one or a combination of the following: increasing on-water mechanical recovery equipment levels; requiring on-water dispersant application capability; establishment of an open-water in situ burn credit; and institution of a requirement require mandating aerial tracking capability. As a programmatic document, this EIS addresses general issues in a broad, program-oriented analysis. The preferred alternative (Alternative 5) would establish not increase in mechanical recovery capability, establish in situ burn credit, and establish and maintain aerial tracking capacity requirements. All action alternatives would require aerial tracking capabilities, available by contract or other approved means. POSITIVE IMPACTS: The proposed regulatory actions would increase the available oil spill removal capability by developing appropriate means to increase the response equipment capability requirements for tank vessels and MTR facilities. The aerial tracking requirement would allow plan holders the ability to maintain visual observation of spill response operations and allow for efficient deployment of mechanical recovery resources as well as dispersant application systems and in situ burn equipment. The preferred alternative would increase opportunities to actually use dispersant and in situ burning at incidents where those options were previously not employed solely because appropriate response times could not be met. NEGATIVE IMPACTS: The efficiency of mechanical recovery and in situ burning would be less than 15 percent. Only chemical dispersant would offer the opportunity to treat large volumes of oil effectively. Burning oil would also result in the release of significant levels of hydrocarbon pollutants into the atmosphere. Dispersant would damage biota in coastal and marine ecosystems due to dispersant' toxic constituents. LEGAL MANDATES: Executive Order 12777, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Oil Pollution Act of 1990 (33 U.S.C. 2701 et seq.).
JF  - EPA number: 050202, 992 pages, May 20, 2005
PY  - 2005
KW  - Wastes
KW  - Aircraft
KW  - Air Quality
KW  - Burning (Prescribed)
KW  - Chemicals
KW  - Coastal Zones
KW  - Fuel Storage
KW  - Harbors
KW  - Harbor Improvements
KW  - Hazardous Substances
KW  - Helicopters
KW  - Marine Mammals
KW  - Marine Systems
KW  - Oil Spills
KW  - Regulations
KW  - Ships
KW  - Storage
KW  - Terminal Facilities
KW  - Toxicity
KW  - Transportation
KW  - Water Quality
KW  - Executive Order 12777, Compliance
KW  - Federal Water Pollution Control Act of 1972, Compliance
KW  - Oil Pollution Act of 1990, Program Authorization
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: May 20, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - BURR TRAIL MODIFICATIONS, CAPITOL REEF NATIONAL PARK, GARFIELD COUNTY, UTAH. [Part 1 of 1]
T2  - BURR TRAIL MODIFICATIONS, CAPITOL REEF NATIONAL PARK, GARFIELD COUNTY, UTAH.
AN  - 36370129; 050543D-050196_0001
AB  - PURPOSE: The implementation of modifications to the roads 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 a abundance of canyons. The Burr Trail is a 66-mile back country 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 draft 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 northmen 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 landforms. Other 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 adventuresome character of the Burr Trail through the park; and protected 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).
JF  - EPA number: 050196, 283 pages, May 13, 2005
PY  - 2005
VL  - 1
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
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Matthew&rft.date=2008-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=9780549515548&rft.btitle=&rft.title=Collegiate+scholars%3A++A+case+study+of+high+school+students+enrolled+in+college-level+courses&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: May 13, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PERMANENT WTC PATH TERMINAL IN THE BOROUGH OF MANHATTAN, NEW YORK CITY, NEW YORK COUNTY, NEW YORK. [Part 2 of 3]
T2  - PERMANENT WTC PATH TERMINAL IN THE BOROUGH OF MANHATTAN, NEW YORK CITY, NEW YORK COUNTY, NEW YORK.
AN  - 36373737; 050667F-050188_0002
AB  - PURPOSE: The construction and operation of the Permanent World Trade Center (ETC) PATH Terminal at the WTC site in Lower Manhattan, New York are proposed. The project would involve the reconstruction of a permanent terminal at the WTC site for the Port Authority Trans-Hudson (PATH) system operated by the Port Authority of New York and New Jersey. PATH is an electrified, heavy-rail transit system, with 13 stations in New York and New Jersey. The terminal would be a full service, regional transportation hub that would be coordinated with the existing and future transportation infrastructure, WTC site re-development, and the surrounding area. The project would be funded as part of the federal government's $4.55 billion Lower Manhattan Transportation Recovery Effort, which was committed to New York City following the terrorist attacks of September 11, 2001. The Trans-Hudson service between New Jersey and New York has long been an integral part of the Lower Manhattan transportation system. Prior to the terrorist attacks, the WTC PATH Terminal served some 67,000 daily boardings and was the gateway to Lower Manhattan for most commuters from west of the Hudson River. The attacks resulted in extensive damage to the PATH system including destruction of the WTC Terminal. This final EIS considers three alternatives, specifically, a No Action Alternative, a terminal with a Liberty Plaza Connection, and a terminal without a Liberty Plaza Connection. The terminal without a Liberty Plaza connection has been selected as the preferred alternative. The final EIS also considers design options for components of the terminal, including ventilation structures, a Route 9A pedestrian bridge, and a river water cooling system. The No Action Alternative would maintain temporary PATH service between New Jersey and Lower Manhattan until elements of the WTC redevelopment plan precluded operations, the station would not safely accommodate passenger demand, or the major elements of the station exceeded their useful service life. A new terminal, with a Liberty Plaza connection, would result in the provision of a new four-level terminal on the WTC site. Access to five tracks and four 10-car platforms would be provided at the platform level. The mezzanine level, located just above the platform level, would house fire equipment, vertical circulation facilities, and up to 5,000 square feet of retail services. The concourse level would provide access to offices and retail space on the WTC site, the World Financial Center, trans-Hudson ferries, Battery Park City, Fulton Street Transit Center's Dey Street concourse, and New York City Transit's Cortland Street services and WTC (E) subway stations. The terminal building would be constructed within the eastern portion of the WTC site along Church Street. Cost of this alternative is estimated at $2.033 billion. If the terminal is provided without the Liberty Plaza connection, the terminal would not include a pedestrian concourse under Church Street between the WTC site and Liberty Plaza Park. Total project costs for this alternative would be approximately $81 million lower than the estimate for the terminal with the connection. POSITIVE IMPACTS: The terminal facility would re-establish and enhance transportation facilities and infrastructure that existed at the WTC complex prior to the terrorist attacks of September 11, 2001 and ensure the long-term accessibility and economic vitality of Lower Manhattan. The facility would support the economic recovery of Lower Manhattan, increase public transportation ridership, and ease commuting to Lower Manhattan. The project would create thousands of jobs. NEGATIVE IMPACTS: Terminal development would impact historic structures and archaeological resources within and near the construction site. Noise levels during construction would exceed federal standards for residential uses, and noise and vibration generated by trains would also exceed federal standards during terminal operation. Tunneling beneath Route 9A could encounter contaminated materials, particularly polycyclic aromatic hydrocarbons and heavy metal toxins. 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 National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0103D, Volume 29, Number 1.
JF  - EPA number: 050188, 879 pages and maps, May 5, 2005
PY  - 2005
VL  - 2
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Buildings
KW  - Central Business Districts
KW  - Commercial Zones
KW  - Cultural Resources Surveys
KW  - Employment
KW  - Hazardous Materials
KW  - Health Hazard Analyses
KW  - Highways
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroad Structures
KW  - Railroads
KW  - Rapid Transit Systems
KW  - Section 4(f) Statements
KW  - Terminal Facilities
KW  - Transportation
KW  - Transportation Surveys
KW  - Tunnels (Railroads)
KW  - Underground Structures
KW  - Urban Development
KW  - Urban Renewal
KW  - Urban Structures
KW  - Water Quality Assessments
KW  - New York
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Transit Law, Funding
KW  - National Historic Preservation Act of 1966, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=Hanna&rft.aufirst=Sara&rft.date=1997-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=9780591590081&rft.btitle=&rft.title=The+nature+of+staff+and+student+interaction+as+a+function+of+social+and+academic+integration+in+a+small+college&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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: May 5, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PERMANENT WTC PATH TERMINAL IN THE BOROUGH OF MANHATTAN, NEW YORK CITY, NEW YORK COUNTY, NEW YORK. [Part 3 of 3]
T2  - PERMANENT WTC PATH TERMINAL IN THE BOROUGH OF MANHATTAN, NEW YORK CITY, NEW YORK COUNTY, NEW YORK.
AN  - 36371696; 050667F-050188_0003
AB  - PURPOSE: The construction and operation of the Permanent World Trade Center (ETC) PATH Terminal at the WTC site in Lower Manhattan, New York are proposed. The project would involve the reconstruction of a permanent terminal at the WTC site for the Port Authority Trans-Hudson (PATH) system operated by the Port Authority of New York and New Jersey. PATH is an electrified, heavy-rail transit system, with 13 stations in New York and New Jersey. The terminal would be a full service, regional transportation hub that would be coordinated with the existing and future transportation infrastructure, WTC site re-development, and the surrounding area. The project would be funded as part of the federal government's $4.55 billion Lower Manhattan Transportation Recovery Effort, which was committed to New York City following the terrorist attacks of September 11, 2001. The Trans-Hudson service between New Jersey and New York has long been an integral part of the Lower Manhattan transportation system. Prior to the terrorist attacks, the WTC PATH Terminal served some 67,000 daily boardings and was the gateway to Lower Manhattan for most commuters from west of the Hudson River. The attacks resulted in extensive damage to the PATH system including destruction of the WTC Terminal. This final EIS considers three alternatives, specifically, a No Action Alternative, a terminal with a Liberty Plaza Connection, and a terminal without a Liberty Plaza Connection. The terminal without a Liberty Plaza connection has been selected as the preferred alternative. The final EIS also considers design options for components of the terminal, including ventilation structures, a Route 9A pedestrian bridge, and a river water cooling system. The No Action Alternative would maintain temporary PATH service between New Jersey and Lower Manhattan until elements of the WTC redevelopment plan precluded operations, the station would not safely accommodate passenger demand, or the major elements of the station exceeded their useful service life. A new terminal, with a Liberty Plaza connection, would result in the provision of a new four-level terminal on the WTC site. Access to five tracks and four 10-car platforms would be provided at the platform level. The mezzanine level, located just above the platform level, would house fire equipment, vertical circulation facilities, and up to 5,000 square feet of retail services. The concourse level would provide access to offices and retail space on the WTC site, the World Financial Center, trans-Hudson ferries, Battery Park City, Fulton Street Transit Center's Dey Street concourse, and New York City Transit's Cortland Street services and WTC (E) subway stations. The terminal building would be constructed within the eastern portion of the WTC site along Church Street. Cost of this alternative is estimated at $2.033 billion. If the terminal is provided without the Liberty Plaza connection, the terminal would not include a pedestrian concourse under Church Street between the WTC site and Liberty Plaza Park. Total project costs for this alternative would be approximately $81 million lower than the estimate for the terminal with the connection. POSITIVE IMPACTS: The terminal facility would re-establish and enhance transportation facilities and infrastructure that existed at the WTC complex prior to the terrorist attacks of September 11, 2001 and ensure the long-term accessibility and economic vitality of Lower Manhattan. The facility would support the economic recovery of Lower Manhattan, increase public transportation ridership, and ease commuting to Lower Manhattan. The project would create thousands of jobs. NEGATIVE IMPACTS: Terminal development would impact historic structures and archaeological resources within and near the construction site. Noise levels during construction would exceed federal standards for residential uses, and noise and vibration generated by trains would also exceed federal standards during terminal operation. Tunneling beneath Route 9A could encounter contaminated materials, particularly polycyclic aromatic hydrocarbons and heavy metal toxins. 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 National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0103D, Volume 29, Number 1.
JF  - EPA number: 050188, 879 pages and maps, May 5, 2005
PY  - 2005
VL  - 3
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Buildings
KW  - Central Business Districts
KW  - Commercial Zones
KW  - Cultural Resources Surveys
KW  - Employment
KW  - Hazardous Materials
KW  - Health Hazard Analyses
KW  - Highways
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroad Structures
KW  - Railroads
KW  - Rapid Transit Systems
KW  - Section 4(f) Statements
KW  - Terminal Facilities
KW  - Transportation
KW  - Transportation Surveys
KW  - Tunnels (Railroads)
KW  - Underground Structures
KW  - Urban Development
KW  - Urban Renewal
KW  - Urban Structures
KW  - Water Quality Assessments
KW  - New York
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Transit Law, Funding
KW  - National Historic Preservation Act of 1966, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371696?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Ellen&rft.date=2001-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=9780493302225&rft.btitle=&rft.title=This+is+just+like+high+school%3A+Discovering+the+needs+and+beliefs+of+at+-risk+students+at+community+college&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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: May 5, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PERMANENT WTC PATH TERMINAL IN THE BOROUGH OF MANHATTAN, NEW YORK CITY, NEW YORK COUNTY, NEW YORK. [Part 1 of 3]
T2  - PERMANENT WTC PATH TERMINAL IN THE BOROUGH OF MANHATTAN, NEW YORK CITY, NEW YORK COUNTY, NEW YORK.
AN  - 36366800; 050667F-050188_0001
AB  - PURPOSE: The construction and operation of the Permanent World Trade Center (ETC) PATH Terminal at the WTC site in Lower Manhattan, New York are proposed. The project would involve the reconstruction of a permanent terminal at the WTC site for the Port Authority Trans-Hudson (PATH) system operated by the Port Authority of New York and New Jersey. PATH is an electrified, heavy-rail transit system, with 13 stations in New York and New Jersey. The terminal would be a full service, regional transportation hub that would be coordinated with the existing and future transportation infrastructure, WTC site re-development, and the surrounding area. The project would be funded as part of the federal government's $4.55 billion Lower Manhattan Transportation Recovery Effort, which was committed to New York City following the terrorist attacks of September 11, 2001. The Trans-Hudson service between New Jersey and New York has long been an integral part of the Lower Manhattan transportation system. Prior to the terrorist attacks, the WTC PATH Terminal served some 67,000 daily boardings and was the gateway to Lower Manhattan for most commuters from west of the Hudson River. The attacks resulted in extensive damage to the PATH system including destruction of the WTC Terminal. This final EIS considers three alternatives, specifically, a No Action Alternative, a terminal with a Liberty Plaza Connection, and a terminal without a Liberty Plaza Connection. The terminal without a Liberty Plaza connection has been selected as the preferred alternative. The final EIS also considers design options for components of the terminal, including ventilation structures, a Route 9A pedestrian bridge, and a river water cooling system. The No Action Alternative would maintain temporary PATH service between New Jersey and Lower Manhattan until elements of the WTC redevelopment plan precluded operations, the station would not safely accommodate passenger demand, or the major elements of the station exceeded their useful service life. A new terminal, with a Liberty Plaza connection, would result in the provision of a new four-level terminal on the WTC site. Access to five tracks and four 10-car platforms would be provided at the platform level. The mezzanine level, located just above the platform level, would house fire equipment, vertical circulation facilities, and up to 5,000 square feet of retail services. The concourse level would provide access to offices and retail space on the WTC site, the World Financial Center, trans-Hudson ferries, Battery Park City, Fulton Street Transit Center's Dey Street concourse, and New York City Transit's Cortland Street services and WTC (E) subway stations. The terminal building would be constructed within the eastern portion of the WTC site along Church Street. Cost of this alternative is estimated at $2.033 billion. If the terminal is provided without the Liberty Plaza connection, the terminal would not include a pedestrian concourse under Church Street between the WTC site and Liberty Plaza Park. Total project costs for this alternative would be approximately $81 million lower than the estimate for the terminal with the connection. POSITIVE IMPACTS: The terminal facility would re-establish and enhance transportation facilities and infrastructure that existed at the WTC complex prior to the terrorist attacks of September 11, 2001 and ensure the long-term accessibility and economic vitality of Lower Manhattan. The facility would support the economic recovery of Lower Manhattan, increase public transportation ridership, and ease commuting to Lower Manhattan. The project would create thousands of jobs. NEGATIVE IMPACTS: Terminal development would impact historic structures and archaeological resources within and near the construction site. Noise levels during construction would exceed federal standards for residential uses, and noise and vibration generated by trains would also exceed federal standards during terminal operation. Tunneling beneath Route 9A could encounter contaminated materials, particularly polycyclic aromatic hydrocarbons and heavy metal toxins. 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 National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0103D, Volume 29, Number 1.
JF  - EPA number: 050188, 879 pages and maps, May 5, 2005
PY  - 2005
VL  - 1
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Buildings
KW  - Central Business Districts
KW  - Commercial Zones
KW  - Cultural Resources Surveys
KW  - Employment
KW  - Hazardous Materials
KW  - Health Hazard Analyses
KW  - Highways
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroad Structures
KW  - Railroads
KW  - Rapid Transit Systems
KW  - Section 4(f) Statements
KW  - Terminal Facilities
KW  - Transportation
KW  - Transportation Surveys
KW  - Tunnels (Railroads)
KW  - Underground Structures
KW  - Urban Development
KW  - Urban Renewal
KW  - Urban Structures
KW  - Water Quality Assessments
KW  - New York
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Transit Law, Funding
KW  - National Historic Preservation Act of 1966, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366800?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=Naquin&rft.aufirst=Deborah&rft.date=2001-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=9780493165646&rft.btitle=&rft.title=Educational+technology+integration%3A++Administrator%2C+full+-time+faculty%2C+and+part+-time+faculty+perspectives+as+viewed+through+gender+and+position+type&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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: May 5, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PERMANENT WTC PATH TERMINAL IN THE BOROUGH OF MANHATTAN, NEW YORK CITY, NEW YORK COUNTY, NEW YORK.
AN  - 16343273; 11515
AB  - PURPOSE: The construction and operation of the Permanent World Trade Center (ETC) PATH Terminal at the WTC site in Lower Manhattan, New York are proposed. The project would involve the reconstruction of a permanent terminal at the WTC site for the Port Authority Trans-Hudson (PATH) system operated by the Port Authority of New York and New Jersey. PATH is an electrified, heavy-rail transit system, with 13 stations in New York and New Jersey. The terminal would be a full service, regional transportation hub that would be coordinated with the existing and future transportation infrastructure, WTC site re-development, and the surrounding area. The project would be funded as part of the federal government's $4.55 billion Lower Manhattan Transportation Recovery Effort, which was committed to New York City following the terrorist attacks of September 11, 2001. The Trans-Hudson service between New Jersey and New York has long been an integral part of the Lower Manhattan transportation system. Prior to the terrorist attacks, the WTC PATH Terminal served some 67,000 daily boardings and was the gateway to Lower Manhattan for most commuters from west of the Hudson River. The attacks resulted in extensive damage to the PATH system including destruction of the WTC Terminal. This final EIS considers three alternatives, specifically, a No Action Alternative, a terminal with a Liberty Plaza Connection, and a terminal without a Liberty Plaza Connection. The terminal without a Liberty Plaza connection has been selected as the preferred alternative. The final EIS also considers design options for components of the terminal, including ventilation structures, a Route 9A pedestrian bridge, and a river water cooling system. The No Action Alternative would maintain temporary PATH service between New Jersey and Lower Manhattan until elements of the WTC redevelopment plan precluded operations, the station would not safely accommodate passenger demand, or the major elements of the station exceeded their useful service life. A new terminal, with a Liberty Plaza connection, would result in the provision of a new four-level terminal on the WTC site. Access to five tracks and four 10-car platforms would be provided at the platform level. The mezzanine level, located just above the platform level, would house fire equipment, vertical circulation facilities, and up to 5,000 square feet of retail services. The concourse level would provide access to offices and retail space on the WTC site, the World Financial Center, trans-Hudson ferries, Battery Park City, Fulton Street Transit Center's Dey Street concourse, and New York City Transit's Cortland Street services and WTC (E) subway stations. The terminal building would be constructed within the eastern portion of the WTC site along Church Street. Cost of this alternative is estimated at $2.033 billion. If the terminal is provided without the Liberty Plaza connection, the terminal would not include a pedestrian concourse under Church Street between the WTC site and Liberty Plaza Park. Total project costs for this alternative would be approximately $81 million lower than the estimate for the terminal with the connection. POSITIVE IMPACTS: The terminal facility would re-establish and enhance transportation facilities and infrastructure that existed at the WTC complex prior to the terrorist attacks of September 11, 2001 and ensure the long-term accessibility and economic vitality of Lower Manhattan. The facility would support the economic recovery of Lower Manhattan, increase public transportation ridership, and ease commuting to Lower Manhattan. The project would create thousands of jobs. NEGATIVE IMPACTS: Terminal development would impact historic structures and archaeological resources within and near the construction site. Noise levels during construction would exceed federal standards for residential uses, and noise and vibration generated by trains would also exceed federal standards during terminal operation. Tunneling beneath Route 9A could encounter contaminated materials, particularly polycyclic aromatic hydrocarbons and heavy metal toxins. 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 National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0103D, Volume 29, Number 1.
JF  - EPA number: 050188, 879 pages and maps, May 5, 2005
PY  - 2005
KW  - Urban and Social Programs
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Buildings
KW  - Central Business Districts
KW  - Commercial Zones
KW  - Cultural Resources Surveys
KW  - Employment
KW  - Hazardous Materials
KW  - Health Hazard Analyses
KW  - Highways
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Railroad Structures
KW  - Railroads
KW  - Rapid Transit Systems
KW  - Section 4(f) Statements
KW  - Terminal Facilities
KW  - Transportation
KW  - Transportation Surveys
KW  - Tunnels (Railroads)
KW  - Underground Structures
KW  - Urban Development
KW  - Urban Renewal
KW  - Urban Structures
KW  - Water Quality Assessments
KW  - New York
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Transit Law, Funding
KW  - National Historic Preservation Act of 1966, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16343273?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=Cara&rft.date=2004-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=9780496957514&rft.btitle=&rft.title=Multicultural+initiatives+at+ACA+colleges&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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: May 5, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - DETROIT INTERMODAL FREIGHT TERMINAL (DIFT), WAYNE AND OAKLAND COUNTIES, MICHIGAN. [Part 3 of 3]
T2  - DETROIT INTERMODAL FREIGHT TERMINAL (DIFT), WAYNE AND OAKLAND COUNTIES, MICHIGAN.
AN  - 756826849; 14119-090415_0003
AB  - PURPOSE: Improvements at the Livernois-Junction intermodal freight terminal in Wayne and Oakland counties, Michigan are proposed to serve the Detroit area. In southeastern Michigan, most intermodal exchange (i.e., the transfer of freight containers to and from trucks from railway vehicles) is conducted by Norfolk Southern's (NS) Triple Crown operation. Currently, that is accomplished at the Melvindale and the Willow Run terminals. Canadian Pacific (CP) also transferred trailers in its Expressway operation at the terminal behind the Michigan Central Depot, but that operation ended in June 2004. CP also transfers containers at the Oak terminal. Finally both NS and CSX transfer containers at the Livernois-Junction Yard and Canadian National Railroad (CN) transfers containers at the Moterm terminal in Ferndale. The Detroit Intermodal Freight Terminal (DIFT) Study includes the proposed enhancement of intermodal operations by the four Class I railroads operating in Michigan: CSX, NS, CN, and CP. Information gathered for the DIFT indicates that there is a lack of adequate intermodal capacity. The Michigan Department of Transportation is seeking federal funding to consolidate all NS operations in Michigan at the Livernois-Junction yard. Four alternatives, including a No Action Alternative (Alternative 1), are considered in this final EIS. Alternative 2 would make improvements to four existing intermodal rail terminals (Livernois-Junction yard, CP/Expressway, CP/Oak, and CN/Moterm), with railroad funding as well as federal and state government funding assistance. This alternative includes improvements inside and outside the existing terminal property. Alternative 3 would provide for intermodal operations for all four Class 1 railroads at the Livernois-Junction yard area, using the same sources of funding as Alternative 2. Alternative 4 would provide intermodal operations for three railroads (CSX, NS, and CP), which would be consolidated at the site of the Livernois-Junction Yard, while improving and expanding the existing CN/Moterm terminal, using the same funding sources and oversight as under Alternative 2. Under alternatives 3 and 4, the existing terminals from which business was transferred would continue to serve other railroads. The preferred alternative is Alternative 4 with modifications to account for the closure of CP's Expressway operation at the Michigan Central Depot and the fact that CN has opted not to expand its existing Moterm terminal. Consequently, the footprint for the preferred alternative would be smaller than the footprint for Alternative 4. The cost of the proposed project is estimated at $650 million at a seventy percent confidence level. POSITIVE IMPACTS: Reorganization and/or consolidation of intermodal freight exchange in southeastern Michigan would make intermodal transfers more efficient and effective, saving transportation time and costs and, thereby, reducing consumer costs and speeding delivery of consumer and nonconsumer products. The proposed project would generate by 2030 approximately 4,500 jobs of which about 2,360 new jobs would be in the Detroit area. NEGATIVE IMPACTS: Rights-of-way acquisition and development for the proposed project would displace 32 residences and 29 businesses as well as 0.01 acre of wetlands. Truck traffic around any point of consolidation of intermodal exchange would increase significantly, as would train traffic at the affected terminals. Jobs would be relocated and some net job loss would result from any consolidation alternative due to increased economies of scale. All action alternatives would result in the disturbance of hazardous materials sites. Former clay pits would need geotechnical testing prior to construction of structures. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 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: 090415, 537 pages and maps, May 4, 2005
PY  - 2005
VL  - 3
KW  - Roads and Railroads
KW  - Agency number: FHWA-MI-EIS-03-03-F
KW  - Air Quality Assessments
KW  - Economic Assessments
KW  - Employment
KW  - Hazardous Materials
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Motor Vehicles
KW  - Noise Assessments
KW  - Railroad Structures
KW  - Railroads
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Terminal Facilities
KW  - Traffic Analyses
KW  - Transportation
KW  - Wetlands
KW  - Michigan
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
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/756826849?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-05-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DETROIT+INTERMODAL+FREIGHT+TERMINAL+%28DIFT%29%2C+WAYNE+AND+OAKLAND+COUNTIES%2C+MICHIGAN.&rft.title=DETROIT+INTERMODAL+FREIGHT+TERMINAL+%28DIFT%29%2C+WAYNE+AND+OAKLAND+COUNTIES%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 - 2010-03-22
N1  - SuppNotes - Final. Preparation date: May 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DETROIT INTERMODAL FREIGHT TERMINAL (DIFT), WAYNE AND OAKLAND COUNTIES, MICHIGAN. [Part 2 of 3]
T2  - DETROIT INTERMODAL FREIGHT TERMINAL (DIFT), WAYNE AND OAKLAND COUNTIES, MICHIGAN.
AN  - 756826528; 14119-090415_0002
AB  - PURPOSE: Improvements at the Livernois-Junction intermodal freight terminal in Wayne and Oakland counties, Michigan are proposed to serve the Detroit area. In southeastern Michigan, most intermodal exchange (i.e., the transfer of freight containers to and from trucks from railway vehicles) is conducted by Norfolk Southern's (NS) Triple Crown operation. Currently, that is accomplished at the Melvindale and the Willow Run terminals. Canadian Pacific (CP) also transferred trailers in its Expressway operation at the terminal behind the Michigan Central Depot, but that operation ended in June 2004. CP also transfers containers at the Oak terminal. Finally both NS and CSX transfer containers at the Livernois-Junction Yard and Canadian National Railroad (CN) transfers containers at the Moterm terminal in Ferndale. The Detroit Intermodal Freight Terminal (DIFT) Study includes the proposed enhancement of intermodal operations by the four Class I railroads operating in Michigan: CSX, NS, CN, and CP. Information gathered for the DIFT indicates that there is a lack of adequate intermodal capacity. The Michigan Department of Transportation is seeking federal funding to consolidate all NS operations in Michigan at the Livernois-Junction yard. Four alternatives, including a No Action Alternative (Alternative 1), are considered in this final EIS. Alternative 2 would make improvements to four existing intermodal rail terminals (Livernois-Junction yard, CP/Expressway, CP/Oak, and CN/Moterm), with railroad funding as well as federal and state government funding assistance. This alternative includes improvements inside and outside the existing terminal property. Alternative 3 would provide for intermodal operations for all four Class 1 railroads at the Livernois-Junction yard area, using the same sources of funding as Alternative 2. Alternative 4 would provide intermodal operations for three railroads (CSX, NS, and CP), which would be consolidated at the site of the Livernois-Junction Yard, while improving and expanding the existing CN/Moterm terminal, using the same funding sources and oversight as under Alternative 2. Under alternatives 3 and 4, the existing terminals from which business was transferred would continue to serve other railroads. The preferred alternative is Alternative 4 with modifications to account for the closure of CP's Expressway operation at the Michigan Central Depot and the fact that CN has opted not to expand its existing Moterm terminal. Consequently, the footprint for the preferred alternative would be smaller than the footprint for Alternative 4. The cost of the proposed project is estimated at $650 million at a seventy percent confidence level. POSITIVE IMPACTS: Reorganization and/or consolidation of intermodal freight exchange in southeastern Michigan would make intermodal transfers more efficient and effective, saving transportation time and costs and, thereby, reducing consumer costs and speeding delivery of consumer and nonconsumer products. The proposed project would generate by 2030 approximately 4,500 jobs of which about 2,360 new jobs would be in the Detroit area. NEGATIVE IMPACTS: Rights-of-way acquisition and development for the proposed project would displace 32 residences and 29 businesses as well as 0.01 acre of wetlands. Truck traffic around any point of consolidation of intermodal exchange would increase significantly, as would train traffic at the affected terminals. Jobs would be relocated and some net job loss would result from any consolidation alternative due to increased economies of scale. All action alternatives would result in the disturbance of hazardous materials sites. Former clay pits would need geotechnical testing prior to construction of structures. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 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: 090415, 537 pages and maps, May 4, 2005
PY  - 2005
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-MI-EIS-03-03-F
KW  - Air Quality Assessments
KW  - Economic Assessments
KW  - Employment
KW  - Hazardous Materials
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Motor Vehicles
KW  - Noise Assessments
KW  - Railroad Structures
KW  - Railroads
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Terminal Facilities
KW  - Traffic Analyses
KW  - Transportation
KW  - Wetlands
KW  - Michigan
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
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/756826528?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-05-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DETROIT+INTERMODAL+FREIGHT+TERMINAL+%28DIFT%29%2C+WAYNE+AND+OAKLAND+COUNTIES%2C+MICHIGAN.&rft.title=DETROIT+INTERMODAL+FREIGHT+TERMINAL+%28DIFT%29%2C+WAYNE+AND+OAKLAND+COUNTIES%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 - 2010-03-22
N1  - SuppNotes - Final. Preparation date: May 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DETROIT INTERMODAL FREIGHT TERMINAL (DIFT), WAYNE AND OAKLAND COUNTIES, MICHIGAN. [Part 1 of 3]
T2  - DETROIT INTERMODAL FREIGHT TERMINAL (DIFT), WAYNE AND OAKLAND COUNTIES, MICHIGAN.
AN  - 756826426; 14119-090415_0001
AB  - PURPOSE: Improvements at the Livernois-Junction intermodal freight terminal in Wayne and Oakland counties, Michigan are proposed to serve the Detroit area. In southeastern Michigan, most intermodal exchange (i.e., the transfer of freight containers to and from trucks from railway vehicles) is conducted by Norfolk Southern's (NS) Triple Crown operation. Currently, that is accomplished at the Melvindale and the Willow Run terminals. Canadian Pacific (CP) also transferred trailers in its Expressway operation at the terminal behind the Michigan Central Depot, but that operation ended in June 2004. CP also transfers containers at the Oak terminal. Finally both NS and CSX transfer containers at the Livernois-Junction Yard and Canadian National Railroad (CN) transfers containers at the Moterm terminal in Ferndale. The Detroit Intermodal Freight Terminal (DIFT) Study includes the proposed enhancement of intermodal operations by the four Class I railroads operating in Michigan: CSX, NS, CN, and CP. Information gathered for the DIFT indicates that there is a lack of adequate intermodal capacity. The Michigan Department of Transportation is seeking federal funding to consolidate all NS operations in Michigan at the Livernois-Junction yard. Four alternatives, including a No Action Alternative (Alternative 1), are considered in this final EIS. Alternative 2 would make improvements to four existing intermodal rail terminals (Livernois-Junction yard, CP/Expressway, CP/Oak, and CN/Moterm), with railroad funding as well as federal and state government funding assistance. This alternative includes improvements inside and outside the existing terminal property. Alternative 3 would provide for intermodal operations for all four Class 1 railroads at the Livernois-Junction yard area, using the same sources of funding as Alternative 2. Alternative 4 would provide intermodal operations for three railroads (CSX, NS, and CP), which would be consolidated at the site of the Livernois-Junction Yard, while improving and expanding the existing CN/Moterm terminal, using the same funding sources and oversight as under Alternative 2. Under alternatives 3 and 4, the existing terminals from which business was transferred would continue to serve other railroads. The preferred alternative is Alternative 4 with modifications to account for the closure of CP's Expressway operation at the Michigan Central Depot and the fact that CN has opted not to expand its existing Moterm terminal. Consequently, the footprint for the preferred alternative would be smaller than the footprint for Alternative 4. The cost of the proposed project is estimated at $650 million at a seventy percent confidence level. POSITIVE IMPACTS: Reorganization and/or consolidation of intermodal freight exchange in southeastern Michigan would make intermodal transfers more efficient and effective, saving transportation time and costs and, thereby, reducing consumer costs and speeding delivery of consumer and nonconsumer products. The proposed project would generate by 2030 approximately 4,500 jobs of which about 2,360 new jobs would be in the Detroit area. NEGATIVE IMPACTS: Rights-of-way acquisition and development for the proposed project would displace 32 residences and 29 businesses as well as 0.01 acre of wetlands. Truck traffic around any point of consolidation of intermodal exchange would increase significantly, as would train traffic at the affected terminals. Jobs would be relocated and some net job loss would result from any consolidation alternative due to increased economies of scale. All action alternatives would result in the disturbance of hazardous materials sites. Former clay pits would need geotechnical testing prior to construction of structures. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 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: 090415, 537 pages and maps, May 4, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-MI-EIS-03-03-F
KW  - Air Quality Assessments
KW  - Economic Assessments
KW  - Employment
KW  - Hazardous Materials
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Motor Vehicles
KW  - Noise Assessments
KW  - Railroad Structures
KW  - Railroads
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Terminal Facilities
KW  - Traffic Analyses
KW  - Transportation
KW  - Wetlands
KW  - Michigan
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
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/756826426?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&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 - 2010-03-22
N1  - SuppNotes - Final. Preparation date: May 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DETROIT INTERMODAL FRIEGHT TERMINAL (DIFT), WAYNE AND OAKLAND COUNTIES, MICHIGAN.
AN  - 36439246; 11517
AB  - PURPOSE: The construction and operation of an intermodal freight terminal in Wayne and Oakland counties, Michigan are proposed to serve the Detroit area. In southeastern Michigan, most intermodal exchange (i.e., the transfer of freight containers to and from trucks from railway vehicles) is conducted by Norfolk Southern (NS) Triple Crown operation. Currently, that is accomplished at the Melvindale and the recently reopened Willow Run terminals. Canadian Pacific (CP) also transfers trailers in its Expressway operation at the terminal behind the Michigan Central Depot. CP also transfers containers at the Oak terminal. Finally both NS and CSX transfer containers at the Livernois-Junction Yard and Canadian National Crairoad transfers containers at the Moterm terminal in Ferndale. The Detroit Intermodal Freight Terminal (DIFT) Study includes the proposed enhancement of intermodal operations by four Class I railroads at four intermodal terminals that would continue to exist in the future: Livernois-Junction yard; CP/Expressway's; CO/Oak; and CN/Moterm. Information gathered for the DIFT indicates that there is a lack of adequate intermodal capacity. The Michigan Department of Transportation is seeking federal funding to consolidate all NS operations in Michigan at the Livernois-Junction yard. This would leave four intermodal Class I railroad terminals serving southeast Michigan in the future. These four terminals are the subject of the DIFT Study required to obtain federal funding. Four alternatives, including a No Action Alternative (Alternative 1), are considered in this draft EIS. alternative 2 would make improvements to four existing intermodal rail terminals (Livernois-Junction yard, CP/Expressway, CP/Oak, and CN/Moterm), with railroad funding as well as federal and state government funding assistance and oversight. This alternative includes improvements inside and outside the existing terminal property. Alternative 3 would provide for intermodal operations for all four Class 1 railroads at the Livernois-Junction yard area, using the same sources of funding and over site as Alternative 2. Alternative 4 would provide intermodal operations for three railroads (CSX, Norfolk Southern, and Canadian Pacific), which would be consolidated at the site of the Livernois-Junction Yard, while improving and expanding the existing CN/Moterm terminal, using the same funding sources and oversight as under Alternative 2. Under alternatives 3 and 4, the existing terminals from which business was transferred would continue to serve other railroads. Costs for alternatives 2, 3, and 4 are estimated at $267.2 million, $582.7 million, and $550.9 million, respectively. POSITIVE IMPACTS: Reorganization and/or consolidation of intermodal freight exchange in southeastern Michigan would make intermodal transfers more efficient and effective, saving transportation time and costs and, thereby, reducing consumer costs and speeding delivery of consumer and non-consumer products. Employment would increase at and in the vicinity of and consolidation point. NEGATIVE IMPACTS: Rights-of-way acquisition and development would displace up to 83 residences and 14 to 64 businesses as well as up to 0.08 acre of wetlands. Approximately 35 acres of recreational land would be removed from the State Fairgrounds under Alternative 2. Truck traffic around any point of consolidation of intermodal exchange would increase significantly, as would train traffic at the affected terminals. Jobs would be relocated and some net job loss would result from any consolidation alternative due to increased economies of scale. All action alternatives would result in the disturbance of hazardous materials sites. Former clay pits would need geotechnical testing prior to and construction of structures. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.)
JF  - EPA number: 050190, 511 pages and maps, May 4, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-XX-EIS-05-XX-D
KW  - Air Quality Assessments
KW  - Employment
KW  - Hazardous Materials
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Motor Vehicles
KW  - Railroad Structures
KW  - Railroads
KW  - Recreation Facilities
KW  - Recreation Resources
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Michigan
KW  - Department of Transportation Act of 1966, Recreation Facilities
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36439246?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2009-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=9781109376715&rft.btitle=&rft.title=Perspectives+of+African+American+adult+students+and+faculty+on+the+use+of+art+-based+learning+in+higher+education+classrooms&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: May 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DETROIT INTERMODAL FRIEGHT TERMINAL (DIFT), WAYNE AND OAKLAND COUNTIES, MICHIGAN. [Part 1 of 1]
T2  - DETROIT INTERMODAL FRIEGHT TERMINAL (DIFT), WAYNE AND OAKLAND COUNTIES, MICHIGAN.
AN  - 36369994; 050638D-050190_0001
AB  - PURPOSE: The construction and operation of an intermodal freight terminal in Wayne and Oakland counties, Michigan are proposed to serve the Detroit area. In southeastern Michigan, most intermodal exchange (i.e., the transfer of freight containers to and from trucks from railway vehicles) is conducted by Norfolk Southern (NS) Triple Crown operation. Currently, that is accomplished at the Melvindale and the recently reopened Willow Run terminals. Canadian Pacific (CP) also transfers trailers in its Expressway operation at the terminal behind the Michigan Central Depot. CP also transfers containers at the Oak terminal. Finally both NS and CSX transfer containers at the Livernois-Junction Yard and Canadian National Crairoad transfers containers at the Moterm terminal in Ferndale. The Detroit Intermodal Freight Terminal (DIFT) Study includes the proposed enhancement of intermodal operations by four Class I railroads at four intermodal terminals that would continue to exist in the future: Livernois-Junction yard; CP/Expressway's; CO/Oak; and CN/Moterm. Information gathered for the DIFT indicates that there is a lack of adequate intermodal capacity. The Michigan Department of Transportation is seeking federal funding to consolidate all NS operations in Michigan at the Livernois-Junction yard. This would leave four intermodal Class I railroad terminals serving southeast Michigan in the future. These four terminals are the subject of the DIFT Study required to obtain federal funding. Four alternatives, including a No Action Alternative (Alternative 1), are considered in this draft EIS. alternative 2 would make improvements to four existing intermodal rail terminals (Livernois-Junction yard, CP/Expressway, CP/Oak, and CN/Moterm), with railroad funding as well as federal and state government funding assistance and oversight. This alternative includes improvements inside and outside the existing terminal property. Alternative 3 would provide for intermodal operations for all four Class 1 railroads at the Livernois-Junction yard area, using the same sources of funding and over site as Alternative 2. Alternative 4 would provide intermodal operations for three railroads (CSX, Norfolk Southern, and Canadian Pacific), which would be consolidated at the site of the Livernois-Junction Yard, while improving and expanding the existing CN/Moterm terminal, using the same funding sources and oversight as under Alternative 2. Under alternatives 3 and 4, the existing terminals from which business was transferred would continue to serve other railroads. Costs for alternatives 2, 3, and 4 are estimated at $267.2 million, $582.7 million, and $550.9 million, respectively. POSITIVE IMPACTS: Reorganization and/or consolidation of intermodal freight exchange in southeastern Michigan would make intermodal transfers more efficient and effective, saving transportation time and costs and, thereby, reducing consumer costs and speeding delivery of consumer and non-consumer products. Employment would increase at and in the vicinity of and consolidation point. NEGATIVE IMPACTS: Rights-of-way acquisition and development would displace up to 83 residences and 14 to 64 businesses as well as up to 0.08 acre of wetlands. Approximately 35 acres of recreational land would be removed from the State Fairgrounds under Alternative 2. Truck traffic around any point of consolidation of intermodal exchange would increase significantly, as would train traffic at the affected terminals. Jobs would be relocated and some net job loss would result from any consolidation alternative due to increased economies of scale. All action alternatives would result in the disturbance of hazardous materials sites. Former clay pits would need geotechnical testing prior to and construction of structures. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.)
JF  - EPA number: 050190, 511 pages and maps, May 4, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-XX-EIS-05-XX-D
KW  - Air Quality Assessments
KW  - Employment
KW  - Hazardous Materials
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Motor Vehicles
KW  - Railroad Structures
KW  - Railroads
KW  - Recreation Facilities
KW  - Recreation Resources
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Michigan
KW  - Department of Transportation Act of 1966, Recreation Facilities
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369994?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-05-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DETROIT+INTERMODAL+FRIEGHT+TERMINAL+%28DIFT%29%2C+WAYNE+AND+OAKLAND+COUNTIES%2C+MICHIGAN.&rft.title=DETROIT+INTERMODAL+FRIEGHT+TERMINAL+%28DIFT%29%2C+WAYNE+AND+OAKLAND+COUNTIES%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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: May 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DETROIT INTERMODAL FREIGHT TERMINAL (DIFT), WAYNE AND OAKLAND COUNTIES, MICHIGAN.
AN  - 16393326; 14119
AB  - PURPOSE: Improvements at the Livernois-Junction intermodal freight terminal in Wayne and Oakland counties, Michigan are proposed to serve the Detroit area. In southeastern Michigan, most intermodal exchange (i.e., the transfer of freight containers to and from trucks from railway vehicles) is conducted by Norfolk Southern's (NS) Triple Crown operation. Currently, that is accomplished at the Melvindale and the Willow Run terminals. Canadian Pacific (CP) also transferred trailers in its Expressway operation at the terminal behind the Michigan Central Depot, but that operation ended in June 2004. CP also transfers containers at the Oak terminal. Finally both NS and CSX transfer containers at the Livernois-Junction Yard and Canadian National Railroad (CN) transfers containers at the Moterm terminal in Ferndale. The Detroit Intermodal Freight Terminal (DIFT) Study includes the proposed enhancement of intermodal operations by the four Class I railroads operating in Michigan: CSX, NS, CN, and CP. Information gathered for the DIFT indicates that there is a lack of adequate intermodal capacity. The Michigan Department of Transportation is seeking federal funding to consolidate all NS operations in Michigan at the Livernois-Junction yard. Four alternatives, including a No Action Alternative (Alternative 1), are considered in this final EIS. Alternative 2 would make improvements to four existing intermodal rail terminals (Livernois-Junction yard, CP/Expressway, CP/Oak, and CN/Moterm), with railroad funding as well as federal and state government funding assistance. This alternative includes improvements inside and outside the existing terminal property. Alternative 3 would provide for intermodal operations for all four Class 1 railroads at the Livernois-Junction yard area, using the same sources of funding as Alternative 2. Alternative 4 would provide intermodal operations for three railroads (CSX, NS, and CP), which would be consolidated at the site of the Livernois-Junction Yard, while improving and expanding the existing CN/Moterm terminal, using the same funding sources and oversight as under Alternative 2. Under alternatives 3 and 4, the existing terminals from which business was transferred would continue to serve other railroads. The preferred alternative is Alternative 4 with modifications to account for the closure of CP's Expressway operation at the Michigan Central Depot and the fact that CN has opted not to expand its existing Moterm terminal. Consequently, the footprint for the preferred alternative would be smaller than the footprint for Alternative 4. The cost of the proposed project is estimated at $650 million at a seventy percent confidence level. POSITIVE IMPACTS: Reorganization and/or consolidation of intermodal freight exchange in southeastern Michigan would make intermodal transfers more efficient and effective, saving transportation time and costs and, thereby, reducing consumer costs and speeding delivery of consumer and nonconsumer products. The proposed project would generate by 2030 approximately 4,500 jobs of which about 2,360 new jobs would be in the Detroit area. NEGATIVE IMPACTS: Rights-of-way acquisition and development for the proposed project would displace 32 residences and 29 businesses as well as 0.01 acre of wetlands. Truck traffic around any point of consolidation of intermodal exchange would increase significantly, as would train traffic at the affected terminals. Jobs would be relocated and some net job loss would result from any consolidation alternative due to increased economies of scale. All action alternatives would result in the disturbance of hazardous materials sites. Former clay pits would need geotechnical testing prior to construction of structures. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 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: 090415, 537 pages and maps, May 4, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-MI-EIS-03-03-F
KW  - Air Quality Assessments
KW  - Economic Assessments
KW  - Employment
KW  - Hazardous Materials
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Motor Vehicles
KW  - Noise Assessments
KW  - Railroad Structures
KW  - Railroads
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Terminal Facilities
KW  - Traffic Analyses
KW  - Transportation
KW  - Wetlands
KW  - Michigan
KW  - Federal Water Pollution Control Act of 1972, NPDES Permits
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/16393326?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-05-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DETROIT+INTERMODAL+FREIGHT+TERMINAL+%28DIFT%29%2C+WAYNE+AND+OAKLAND+COUNTIES%2C+MICHIGAN.&rft.title=DETROIT+INTERMODAL+FREIGHT+TERMINAL+%28DIFT%29%2C+WAYNE+AND+OAKLAND+COUNTIES%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 - 2010-03-22
N1  - SuppNotes - Final. Preparation date: May 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - JOUR
T1  - Utilizing the urinary 5-HTOL/5-HIAA ratio to determine ethanol origin in civil aviation accident victims.
AN  - 67890235; 15932105
AB  - Specimens from fatal aviation accident victims are submitted to the FAA Civil Aerospace Medical Institute for toxicological analysis. During toxicological evaluations, ethanol analysis is performed on all cases. Care must be taken when interpreting a positive ethanol result due to the potential for postmortem ethanol formation. Several indicators of postmortem ethanol formation exist; however, none are completely reliable. The consumption of ethanol has been shown to alter the concentration of two major serotonin metabolites, 5-hydroxytryptophol (5-HTOL) and 5-hydroxyindole-3-acetic acid (5-HIAA). While the 5-HTOL/5-HIAA ratio is normally very low, previous studies using living subjects have demonstrated that the urinary 5-HTOL/5-HIAA ratio is significantly elevated for 11-19 h after acute ethanol ingestion. Recently, our laboratory developed and validated an analytical method for the simultaneous determination of both 5-HTOL and 5-HIAA in forensic urine samples using a simple liquid/liquid extraction and LC/MS/MS and LC/MS/MS/MS. In this previous work a 15 pmol/nmol serotonin metabolite ratio cutoff was established in postmortem urine, below which it could be conclusively determined that no recent antemortem ethanol consumption had occurred. In the current study this newly validated analytical method was applied to five ethanol-positive aviation fatalities where the origin of the ethanol present could not previously be conclusively determined. In four of the five cases examined the detected ethanol was demonstrated to be present due to postmortem microbial formation, and not consumption, even though some indication of ethanol consumption may have been present.
JF  - Journal of forensic sciences
AU  - Johnson, Robert D
AU  - Lewis, Russell J
AU  - Canfield, Dennis V
AU  - Dubowski, Kurt M
AU  - Blank, C Leroy
AD  - Civil Aerospace Medical Institute, Federal Aviation Administration, Analytical Toxicology and Accident Research Laboratory, Oklahoma City, OK 73169-6901, USA. r.d.johnson@faa.gov
Y1  - 2005/05//
PY  - 2005
DA  - May 2005
SP  - 670
EP  - 675
VL  - 50
IS  - 3
SN  - 0022-1198, 0022-1198
KW  - Hydroxytryptophol
KW  - 154-02-9
KW  - Ethanol
KW  - 3K9958V90M
KW  - Hydroxyindoleacetic Acid
KW  - 54-16-0
KW  - Index Medicus
KW  - Mass Spectrometry
KW  - Reproducibility of Results
KW  - Postmortem Changes
KW  - Humans
KW  - Hydroxytryptophol -- urine
KW  - Chromatography, Liquid
KW  - Forensic Pathology
KW  - Hydroxyindoleacetic Acid -- urine
KW  - Ethanol -- urine
KW  - Alcoholic Intoxication -- diagnosis
KW  - Accidents, Aviation
KW  - Alcoholic Intoxication -- urine
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/67890235?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Atoxline&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=Journal+of+forensic+sciences&rft.atitle=Utilizing+the+urinary+5-HTOL%2F5-HIAA+ratio+to+determine+ethanol+origin+in+civil+aviation+accident+victims.&rft.au=Johnson%2C+Robert+D%3BLewis%2C+Russell+J%3BCanfield%2C+Dennis+V%3BDubowski%2C+Kurt+M%3BBlank%2C+C+Leroy&rft.aulast=Johnson&rft.aufirst=Robert&rft.date=2005-05-01&rft.volume=50&rft.issue=3&rft.spage=670&rft.isbn=&rft.btitle=&rft.title=Journal+of+forensic+sciences&rft.issn=00221198&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Date completed - 2005-06-17
N1  - Date created - 2005-06-03
N1  - Date revised - 2017-01-13
N1  - Last updated - 2017-01-18
ER  - 



TY  - JOUR
T1  - Classifying and assessing the geologic contribution to rockfall hazard
AN  - 51675706; 2005-063706
AB  - Rockfalls from roadcuts are a major hazard and pose problems for transportation agencies across the country. In the context of rockfall hazard management, however, no consensus exists about the role of geology in assessing rockfall hazard. This study investigates the geologic contribution to rockfall hazard through application of rockfall hazard rating systems to roadcuts in Tennessee and through additional data collection to reveal correlations between hazard characteristics and geologic attributes. The geologic character of 80 roadcuts in central and eastern Tennessee was evaluated using the Tennessee Rockfall Hazard Rating System (RHRS), which is a revision of the National Highway Institute (NHI) RHRS. Scores for both RHRSs were compared to evaluate whether the improved reproducibility of scoring for the Tennessee RHRS yielded unintended losses of scoring accuracy and sensitivity. Additional geologic attribute data beyond those used in the RHRS system were collected to determine with logistic regression analysis whether relationships among the geologic attributes, rockfall type, and block size exist. Results indicate the revised geologic component of Tennessee's RHRS is more informative and permits description of a wider spectrum of geologic conditions than does the NHI version. Logistic regression analysis indicates rockfall type correlates to lithologic variation and the number of discontinuity sets; and block size correlates to structurally controlled rockfall, lithologic variation, mechanical layer thickness, and number of discontinuity sets. Consequently, roadcuts containing potential rockfall modes with two or more discontinuity sets, no lithologic variation, and mechanical thicknesses that exceed 1.0 m are expected to have greater Geologic Character scores.
JF  - Environmental & Engineering Geoscience
AU  - Vandewater, Christopher J
AU  - Dunne, William M
AU  - Mauldon, Matthew
AU  - Drumm, Eric C
AU  - Bateman, Vanessa
Y1  - 2005/05//
PY  - 2005
DA  - May 2005
SP  - 141
EP  - 154
PB  - Association of Engineering Geologists and the Geological Society of America, College Station, TX
VL  - 11
IS  - 2
SN  - 1078-7275, 1078-7275
KW  - United States
KW  - rockfalls
KW  - geologic hazards
KW  - eastern Tennessee
KW  - statistical analysis
KW  - prediction
KW  - mathematical models
KW  - rock mechanics
KW  - case studies
KW  - mass movements
KW  - classification
KW  - Tennessee
KW  - risk assessment
KW  - slope stability
KW  - roads
KW  - regression analysis
KW  - 30:Engineering geology
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51675706?accountid=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=Classifying+and+assessing+the+geologic+contribution+to+rockfall+hazard&rft.au=Vandewater%2C+Christopher+J%3BDunne%2C+William+M%3BMauldon%2C+Matthew%3BDrumm%2C+Eric+C%3BBateman%2C+Vanessa&rft.aulast=Vandewater&rft.aufirst=Christopher&rft.date=2005-05-01&rft.volume=11&rft.issue=2&rft.spage=141&rft.isbn=&rft.btitle=&rft.title=Environmental+%26+Engineering+Geoscience&rft.issn=10787275&rft_id=info:doi/10.2113%2F11.2.141
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 - 35
N1  - PubXState - TX
N1  - Document feature - illus. incl. 6 tables, geol. sketch maps
N1  - Last updated - 2012-06-07
N1  - CODEN - ENGEA9
N1  - SubjectsTermNotLitGenreText - case studies; classification; eastern Tennessee; geologic hazards; mass movements; mathematical models; prediction; regression analysis; risk assessment; roads; rock mechanics; rockfalls; slope stability; statistical analysis; Tennessee; United States
DO  - http://dx.doi.org/10.2113/11.2.141
ER  - 



TY  - RPRT
T1  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA. [Part 27 of 30]
T2  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA.
AN  - 36379244; 050449D-050176_0027
AB  - PURPOSE: The implementation of a modified and approved master plan for Juneau International Airport in the city and borough of Juneau, Alaska is proposed. Juneau is located on the panhandle of southeastern Alaska and within the Inside Passage alongside Gastineau Channel, approximately 950 air miles northwest of Seattle and 570 miles southeast of Anchorage. The airport plays an important role n serving the capital of Alaska by providing direct, non-stop service to Anchorage and other Alaskan cities. Juneau Airport is the primary commercial service airport for southeast Alaska and, other than ferry service, provides the only access to areas outside the Juneau area. The 662-acre facility, located nine miles northwest of downtown Juneau, is situated in a mountainous region, placing limits on flight operations. Proposed actions and alternatives would address deficiencies in the runway safety area, the snow removal equipment and maintenance building and access to these facilities, the fuel farm locations and configurations, and aviation facilities, including helicopter and fixed wing aircraft storage, such as hangers and tiedowns, and facilities and management directions for wildlife hazard management. The proposed improvements would be implemented from 2005 to 2015. In addition to the alternatives relative to each improvement topic, this draft EIS addresses a No Action Alternative for each topic. POSITIVE IMPACTS: Plan implementation would bring the airport into compliance with federal standards for runway safety areas; improve the navigational alignment of Runway 26 at night and during poor weather; provide for more efficient and rapid snow removal as well as an improved, safer, and more secure access route to the fuel farm; provide new aircraft parking and storage facilities to meet existing and future demand; and implement an improved wildlife hazard management program to reduce the potential for aircraft collisions with wildlife. NEGATIVE IMPACTS: Expansion of runway, roadway, and/or safety area facilities would result in the displacement of wetlands and water bodies adjacent tot he airfield. The hydrological regime of the Mendenhall Wetlands State Game Refuge and Jordan Creek estuarine wetlands, loss of fish habitat, and degradation of recreational values of the Dike Trail within the refuge would probably result from airport expansion. Noise levels would increase due to increases in traffic volume and the size of aircraft accommodated by the airport. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050176, 381 pages and maps; CD-ROM, April 26, 2005
PY  - 2005
VL  - 27
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Assessments
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Fisheries Surveys
KW  - Fuel Storage
KW  - Helicopters
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Preserves
KW  - Roads
KW  - Storage
KW  - Trails
KW  - Transportation
KW  - Water Quality
KW  - Weather
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Wildlife Surveys
KW  - Alaska
KW  - Coastal Zone Management Act of 1972, Compliance
KW  - Federal Aviation Act of 1958, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA. [Part 8 of 30]
T2  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA.
AN  - 36379109; 050449D-050176_0008
AB  - PURPOSE: The implementation of a modified and approved master plan for Juneau International Airport in the city and borough of Juneau, Alaska is proposed. Juneau is located on the panhandle of southeastern Alaska and within the Inside Passage alongside Gastineau Channel, approximately 950 air miles northwest of Seattle and 570 miles southeast of Anchorage. The airport plays an important role n serving the capital of Alaska by providing direct, non-stop service to Anchorage and other Alaskan cities. Juneau Airport is the primary commercial service airport for southeast Alaska and, other than ferry service, provides the only access to areas outside the Juneau area. The 662-acre facility, located nine miles northwest of downtown Juneau, is situated in a mountainous region, placing limits on flight operations. Proposed actions and alternatives would address deficiencies in the runway safety area, the snow removal equipment and maintenance building and access to these facilities, the fuel farm locations and configurations, and aviation facilities, including helicopter and fixed wing aircraft storage, such as hangers and tiedowns, and facilities and management directions for wildlife hazard management. The proposed improvements would be implemented from 2005 to 2015. In addition to the alternatives relative to each improvement topic, this draft EIS addresses a No Action Alternative for each topic. POSITIVE IMPACTS: Plan implementation would bring the airport into compliance with federal standards for runway safety areas; improve the navigational alignment of Runway 26 at night and during poor weather; provide for more efficient and rapid snow removal as well as an improved, safer, and more secure access route to the fuel farm; provide new aircraft parking and storage facilities to meet existing and future demand; and implement an improved wildlife hazard management program to reduce the potential for aircraft collisions with wildlife. NEGATIVE IMPACTS: Expansion of runway, roadway, and/or safety area facilities would result in the displacement of wetlands and water bodies adjacent tot he airfield. The hydrological regime of the Mendenhall Wetlands State Game Refuge and Jordan Creek estuarine wetlands, loss of fish habitat, and degradation of recreational values of the Dike Trail within the refuge would probably result from airport expansion. Noise levels would increase due to increases in traffic volume and the size of aircraft accommodated by the airport. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050176, 381 pages and maps; CD-ROM, April 26, 2005
PY  - 2005
VL  - 8
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Assessments
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Fisheries Surveys
KW  - Fuel Storage
KW  - Helicopters
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Preserves
KW  - Roads
KW  - Storage
KW  - Trails
KW  - Transportation
KW  - Water Quality
KW  - Weather
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Wildlife Surveys
KW  - Alaska
KW  - Coastal Zone Management Act of 1972, Compliance
KW  - Federal Aviation Act of 1958, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA. [Part 7 of 30]
T2  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA.
AN  - 36372387; 050449D-050176_0007
AB  - PURPOSE: The implementation of a modified and approved master plan for Juneau International Airport in the city and borough of Juneau, Alaska is proposed. Juneau is located on the panhandle of southeastern Alaska and within the Inside Passage alongside Gastineau Channel, approximately 950 air miles northwest of Seattle and 570 miles southeast of Anchorage. The airport plays an important role n serving the capital of Alaska by providing direct, non-stop service to Anchorage and other Alaskan cities. Juneau Airport is the primary commercial service airport for southeast Alaska and, other than ferry service, provides the only access to areas outside the Juneau area. The 662-acre facility, located nine miles northwest of downtown Juneau, is situated in a mountainous region, placing limits on flight operations. Proposed actions and alternatives would address deficiencies in the runway safety area, the snow removal equipment and maintenance building and access to these facilities, the fuel farm locations and configurations, and aviation facilities, including helicopter and fixed wing aircraft storage, such as hangers and tiedowns, and facilities and management directions for wildlife hazard management. The proposed improvements would be implemented from 2005 to 2015. In addition to the alternatives relative to each improvement topic, this draft EIS addresses a No Action Alternative for each topic. POSITIVE IMPACTS: Plan implementation would bring the airport into compliance with federal standards for runway safety areas; improve the navigational alignment of Runway 26 at night and during poor weather; provide for more efficient and rapid snow removal as well as an improved, safer, and more secure access route to the fuel farm; provide new aircraft parking and storage facilities to meet existing and future demand; and implement an improved wildlife hazard management program to reduce the potential for aircraft collisions with wildlife. NEGATIVE IMPACTS: Expansion of runway, roadway, and/or safety area facilities would result in the displacement of wetlands and water bodies adjacent tot he airfield. The hydrological regime of the Mendenhall Wetlands State Game Refuge and Jordan Creek estuarine wetlands, loss of fish habitat, and degradation of recreational values of the Dike Trail within the refuge would probably result from airport expansion. Noise levels would increase due to increases in traffic volume and the size of aircraft accommodated by the airport. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050176, 381 pages and maps; CD-ROM, April 26, 2005
PY  - 2005
VL  - 7
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Assessments
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Fisheries Surveys
KW  - Fuel Storage
KW  - Helicopters
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Preserves
KW  - Roads
KW  - Storage
KW  - Trails
KW  - Transportation
KW  - Water Quality
KW  - Weather
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Wildlife Surveys
KW  - Alaska
KW  - Coastal Zone Management Act of 1972, Compliance
KW  - Federal Aviation Act of 1958, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA. [Part 29 of 30]
T2  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA.
AN  - 36371932; 050449D-050176_0029
AB  - PURPOSE: The implementation of a modified and approved master plan for Juneau International Airport in the city and borough of Juneau, Alaska is proposed. Juneau is located on the panhandle of southeastern Alaska and within the Inside Passage alongside Gastineau Channel, approximately 950 air miles northwest of Seattle and 570 miles southeast of Anchorage. The airport plays an important role n serving the capital of Alaska by providing direct, non-stop service to Anchorage and other Alaskan cities. Juneau Airport is the primary commercial service airport for southeast Alaska and, other than ferry service, provides the only access to areas outside the Juneau area. The 662-acre facility, located nine miles northwest of downtown Juneau, is situated in a mountainous region, placing limits on flight operations. Proposed actions and alternatives would address deficiencies in the runway safety area, the snow removal equipment and maintenance building and access to these facilities, the fuel farm locations and configurations, and aviation facilities, including helicopter and fixed wing aircraft storage, such as hangers and tiedowns, and facilities and management directions for wildlife hazard management. The proposed improvements would be implemented from 2005 to 2015. In addition to the alternatives relative to each improvement topic, this draft EIS addresses a No Action Alternative for each topic. POSITIVE IMPACTS: Plan implementation would bring the airport into compliance with federal standards for runway safety areas; improve the navigational alignment of Runway 26 at night and during poor weather; provide for more efficient and rapid snow removal as well as an improved, safer, and more secure access route to the fuel farm; provide new aircraft parking and storage facilities to meet existing and future demand; and implement an improved wildlife hazard management program to reduce the potential for aircraft collisions with wildlife. NEGATIVE IMPACTS: Expansion of runway, roadway, and/or safety area facilities would result in the displacement of wetlands and water bodies adjacent tot he airfield. The hydrological regime of the Mendenhall Wetlands State Game Refuge and Jordan Creek estuarine wetlands, loss of fish habitat, and degradation of recreational values of the Dike Trail within the refuge would probably result from airport expansion. Noise levels would increase due to increases in traffic volume and the size of aircraft accommodated by the airport. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050176, 381 pages and maps; CD-ROM, April 26, 2005
PY  - 2005
VL  - 29
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Assessments
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Fisheries Surveys
KW  - Fuel Storage
KW  - Helicopters
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Preserves
KW  - Roads
KW  - Storage
KW  - Trails
KW  - Transportation
KW  - Water Quality
KW  - Weather
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Wildlife Surveys
KW  - Alaska
KW  - Coastal Zone Management Act of 1972, Compliance
KW  - Federal Aviation Act of 1958, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JUNEAU+INTERNATIONAL+AIRPORT%2C+CITY+AND+BOROUGH+OF+JUNEAU%2C+ALASKA.&rft.title=JUNEAU+INTERNATIONAL+AIRPORT%2C+CITY+AND+BOROUGH+OF+JUNEAU%2C+ALASKA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA. [Part 24 of 30]
T2  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA.
AN  - 36371763; 050449D-050176_0024
AB  - PURPOSE: The implementation of a modified and approved master plan for Juneau International Airport in the city and borough of Juneau, Alaska is proposed. Juneau is located on the panhandle of southeastern Alaska and within the Inside Passage alongside Gastineau Channel, approximately 950 air miles northwest of Seattle and 570 miles southeast of Anchorage. The airport plays an important role n serving the capital of Alaska by providing direct, non-stop service to Anchorage and other Alaskan cities. Juneau Airport is the primary commercial service airport for southeast Alaska and, other than ferry service, provides the only access to areas outside the Juneau area. The 662-acre facility, located nine miles northwest of downtown Juneau, is situated in a mountainous region, placing limits on flight operations. Proposed actions and alternatives would address deficiencies in the runway safety area, the snow removal equipment and maintenance building and access to these facilities, the fuel farm locations and configurations, and aviation facilities, including helicopter and fixed wing aircraft storage, such as hangers and tiedowns, and facilities and management directions for wildlife hazard management. The proposed improvements would be implemented from 2005 to 2015. In addition to the alternatives relative to each improvement topic, this draft EIS addresses a No Action Alternative for each topic. POSITIVE IMPACTS: Plan implementation would bring the airport into compliance with federal standards for runway safety areas; improve the navigational alignment of Runway 26 at night and during poor weather; provide for more efficient and rapid snow removal as well as an improved, safer, and more secure access route to the fuel farm; provide new aircraft parking and storage facilities to meet existing and future demand; and implement an improved wildlife hazard management program to reduce the potential for aircraft collisions with wildlife. NEGATIVE IMPACTS: Expansion of runway, roadway, and/or safety area facilities would result in the displacement of wetlands and water bodies adjacent tot he airfield. The hydrological regime of the Mendenhall Wetlands State Game Refuge and Jordan Creek estuarine wetlands, loss of fish habitat, and degradation of recreational values of the Dike Trail within the refuge would probably result from airport expansion. Noise levels would increase due to increases in traffic volume and the size of aircraft accommodated by the airport. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050176, 381 pages and maps; CD-ROM, April 26, 2005
PY  - 2005
VL  - 24
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Assessments
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Fisheries Surveys
KW  - Fuel Storage
KW  - Helicopters
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Preserves
KW  - Roads
KW  - Storage
KW  - Trails
KW  - Transportation
KW  - Water Quality
KW  - Weather
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Wildlife Surveys
KW  - Alaska
KW  - Coastal Zone Management Act of 1972, Compliance
KW  - Federal Aviation Act of 1958, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JUNEAU+INTERNATIONAL+AIRPORT%2C+CITY+AND+BOROUGH+OF+JUNEAU%2C+ALASKA.&rft.title=JUNEAU+INTERNATIONAL+AIRPORT%2C+CITY+AND+BOROUGH+OF+JUNEAU%2C+ALASKA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA. [Part 6 of 30]
T2  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA.
AN  - 36371590; 050449D-050176_0006
AB  - PURPOSE: The implementation of a modified and approved master plan for Juneau International Airport in the city and borough of Juneau, Alaska is proposed. Juneau is located on the panhandle of southeastern Alaska and within the Inside Passage alongside Gastineau Channel, approximately 950 air miles northwest of Seattle and 570 miles southeast of Anchorage. The airport plays an important role n serving the capital of Alaska by providing direct, non-stop service to Anchorage and other Alaskan cities. Juneau Airport is the primary commercial service airport for southeast Alaska and, other than ferry service, provides the only access to areas outside the Juneau area. The 662-acre facility, located nine miles northwest of downtown Juneau, is situated in a mountainous region, placing limits on flight operations. Proposed actions and alternatives would address deficiencies in the runway safety area, the snow removal equipment and maintenance building and access to these facilities, the fuel farm locations and configurations, and aviation facilities, including helicopter and fixed wing aircraft storage, such as hangers and tiedowns, and facilities and management directions for wildlife hazard management. The proposed improvements would be implemented from 2005 to 2015. In addition to the alternatives relative to each improvement topic, this draft EIS addresses a No Action Alternative for each topic. POSITIVE IMPACTS: Plan implementation would bring the airport into compliance with federal standards for runway safety areas; improve the navigational alignment of Runway 26 at night and during poor weather; provide for more efficient and rapid snow removal as well as an improved, safer, and more secure access route to the fuel farm; provide new aircraft parking and storage facilities to meet existing and future demand; and implement an improved wildlife hazard management program to reduce the potential for aircraft collisions with wildlife. NEGATIVE IMPACTS: Expansion of runway, roadway, and/or safety area facilities would result in the displacement of wetlands and water bodies adjacent tot he airfield. The hydrological regime of the Mendenhall Wetlands State Game Refuge and Jordan Creek estuarine wetlands, loss of fish habitat, and degradation of recreational values of the Dike Trail within the refuge would probably result from airport expansion. Noise levels would increase due to increases in traffic volume and the size of aircraft accommodated by the airport. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050176, 381 pages and maps; CD-ROM, April 26, 2005
PY  - 2005
VL  - 6
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Assessments
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Fisheries Surveys
KW  - Fuel Storage
KW  - Helicopters
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Preserves
KW  - Roads
KW  - Storage
KW  - Trails
KW  - Transportation
KW  - Water Quality
KW  - Weather
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Wildlife Surveys
KW  - Alaska
KW  - Coastal Zone Management Act of 1972, Compliance
KW  - Federal Aviation Act of 1958, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA. [Part 14 of 30]
T2  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA.
AN  - 36370682; 050449D-050176_0014
AB  - PURPOSE: The implementation of a modified and approved master plan for Juneau International Airport in the city and borough of Juneau, Alaska is proposed. Juneau is located on the panhandle of southeastern Alaska and within the Inside Passage alongside Gastineau Channel, approximately 950 air miles northwest of Seattle and 570 miles southeast of Anchorage. The airport plays an important role n serving the capital of Alaska by providing direct, non-stop service to Anchorage and other Alaskan cities. Juneau Airport is the primary commercial service airport for southeast Alaska and, other than ferry service, provides the only access to areas outside the Juneau area. The 662-acre facility, located nine miles northwest of downtown Juneau, is situated in a mountainous region, placing limits on flight operations. Proposed actions and alternatives would address deficiencies in the runway safety area, the snow removal equipment and maintenance building and access to these facilities, the fuel farm locations and configurations, and aviation facilities, including helicopter and fixed wing aircraft storage, such as hangers and tiedowns, and facilities and management directions for wildlife hazard management. The proposed improvements would be implemented from 2005 to 2015. In addition to the alternatives relative to each improvement topic, this draft EIS addresses a No Action Alternative for each topic. POSITIVE IMPACTS: Plan implementation would bring the airport into compliance with federal standards for runway safety areas; improve the navigational alignment of Runway 26 at night and during poor weather; provide for more efficient and rapid snow removal as well as an improved, safer, and more secure access route to the fuel farm; provide new aircraft parking and storage facilities to meet existing and future demand; and implement an improved wildlife hazard management program to reduce the potential for aircraft collisions with wildlife. NEGATIVE IMPACTS: Expansion of runway, roadway, and/or safety area facilities would result in the displacement of wetlands and water bodies adjacent tot he airfield. The hydrological regime of the Mendenhall Wetlands State Game Refuge and Jordan Creek estuarine wetlands, loss of fish habitat, and degradation of recreational values of the Dike Trail within the refuge would probably result from airport expansion. Noise levels would increase due to increases in traffic volume and the size of aircraft accommodated by the airport. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050176, 381 pages and maps; CD-ROM, April 26, 2005
PY  - 2005
VL  - 14
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Assessments
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Fisheries Surveys
KW  - Fuel Storage
KW  - Helicopters
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Preserves
KW  - Roads
KW  - Storage
KW  - Trails
KW  - Transportation
KW  - Water Quality
KW  - Weather
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Wildlife Surveys
KW  - Alaska
KW  - Coastal Zone Management Act of 1972, Compliance
KW  - Federal Aviation Act of 1958, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-49 SOUTH, LAFAYETE REGIONAL AIRPORT TO LA 88, ROUTE U.S. 90, IBERIA, LAYFAYETTE, AND ST. MARTIN PARISHES, LOUISIANA (FEDERAL PROJECT NO. I-49-1(057); STATE PROJECT NO. 700-99-00230). [Part 1 of 1]
T2  - I-49 SOUTH, LAFAYETE REGIONAL AIRPORT TO LA 88, ROUTE U.S. 90, IBERIA, LAYFAYETTE, AND ST. MARTIN PARISHES, LOUISIANA (FEDERAL PROJECT NO. I-49-1(057); STATE PROJECT NO. 700-99-00230).
AN  - 36370335; 050637F-050178_0001
AB  - PURPOSE: The improvement of existing US 90 from Lafayette Regional Airport to Louisiana 88 (LA 88) in Iberia, Lafayette, and St. Martin, Louisiana, is proposed. More specifically, the highway would extend from a point just south of Jakuste Saloom Road near the airport to the LA 88 interchange in Iberia Parish, a distance of 10.8 miles. Connecting roadways would include relocated Verot School Road, relocated Southpark road (LA 89), Morgan Street, Eola Street, Albertson's Parkway, LA 182, Ambassador Cafferty Parkway, LA 92 West and LA 92 East. The LA 92 section connecting to LA 88 would be incorporated as part of the project. The project would include the addition of travel lanes, providing a six-lane, full control access facility. and two-lane, one-way frontage roads. Ramps would provide access control via grade separation of major connecting roads and frontage roads and local destinations. Three study corridor segments and several sub alternatives are considered in this final EIS. Within the city of Lafayette, the current average daily traffic (ADT) on US 90 ranges from 35,000 to 47,000 vehicles per day (VPD). In rural areas, ADT averages 29,000 VPD. The project would be completed in two stages. Estimated costs of construction, rights-of-way acquisition, and mitigation for the preferred alternative at initial build-out are $312 million, $7.0 million, and 2.0 million, respectively. Estimated costs of construction, rights-of-way acquisition, and mitigation for the preferred alternative at full build-out are $337 million, $9.0 million, and 2.0 million, respectively. POSITIVE IMPACTS: This roadway section design would separate through traffic from slower-moving local traffic. To the extent possible, project activity would take place within the existing US 90 rights-of-way in conformance with the desire tp cause the lease possible disruption to local business and through traffic and to the natural and human environment, adopt best practices for local and business traffic, and improve hurricane evacuation capacity. In general, the project would improve system linkage, hurricane evacuation, regional mobility, and safety. NEGATIVE IMPACTS: Rights-of-way requirements would result in the relocation of 11 commercial establishments and affect control of access at two locations. Approximately 4.1 acres of wet ditches, 1.2 acres of bottom land hardwoods, and one additional acre of jurisdictional waters of the US waters of the US would be lost. Traffic-generated noise would exceed federal standards within the vicinity of 116 residents by the year 2030. Noise levels would also exceed standards at a campground ad RV parking area along Mereline Drive in Maxie's Campground. Construction of noise barriers would be feasible in two locations. Air quality would be improved along main travel sections of the highway and degraded at intersections, though overall air quality would improve along the corridor. The project would mar the visual aesthetics in the historically significant Broussard Multiple Resource Area. 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. 7600 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0351D, Volume 27, Number 3.
JF  - EPA number: 050178, 323 pages and maps, April 26, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-03-01-F
KW  - Airports
KW  - Forests
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Hurricanes
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Parking
KW  - Recreation Facilities
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Transportation
KW  - Visual Resources
KW  - Waterways
KW  - Wetlands
KW  - Wildlife Habitat
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA. [Part 11 of 30]
T2  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA.
AN  - 36370275; 050449D-050176_0011
AB  - PURPOSE: The implementation of a modified and approved master plan for Juneau International Airport in the city and borough of Juneau, Alaska is proposed. Juneau is located on the panhandle of southeastern Alaska and within the Inside Passage alongside Gastineau Channel, approximately 950 air miles northwest of Seattle and 570 miles southeast of Anchorage. The airport plays an important role n serving the capital of Alaska by providing direct, non-stop service to Anchorage and other Alaskan cities. Juneau Airport is the primary commercial service airport for southeast Alaska and, other than ferry service, provides the only access to areas outside the Juneau area. The 662-acre facility, located nine miles northwest of downtown Juneau, is situated in a mountainous region, placing limits on flight operations. Proposed actions and alternatives would address deficiencies in the runway safety area, the snow removal equipment and maintenance building and access to these facilities, the fuel farm locations and configurations, and aviation facilities, including helicopter and fixed wing aircraft storage, such as hangers and tiedowns, and facilities and management directions for wildlife hazard management. The proposed improvements would be implemented from 2005 to 2015. In addition to the alternatives relative to each improvement topic, this draft EIS addresses a No Action Alternative for each topic. POSITIVE IMPACTS: Plan implementation would bring the airport into compliance with federal standards for runway safety areas; improve the navigational alignment of Runway 26 at night and during poor weather; provide for more efficient and rapid snow removal as well as an improved, safer, and more secure access route to the fuel farm; provide new aircraft parking and storage facilities to meet existing and future demand; and implement an improved wildlife hazard management program to reduce the potential for aircraft collisions with wildlife. NEGATIVE IMPACTS: Expansion of runway, roadway, and/or safety area facilities would result in the displacement of wetlands and water bodies adjacent tot he airfield. The hydrological regime of the Mendenhall Wetlands State Game Refuge and Jordan Creek estuarine wetlands, loss of fish habitat, and degradation of recreational values of the Dike Trail within the refuge would probably result from airport expansion. Noise levels would increase due to increases in traffic volume and the size of aircraft accommodated by the airport. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050176, 381 pages and maps; CD-ROM, April 26, 2005
PY  - 2005
VL  - 11
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Assessments
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Fisheries Surveys
KW  - Fuel Storage
KW  - Helicopters
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Preserves
KW  - Roads
KW  - Storage
KW  - Trails
KW  - Transportation
KW  - Water Quality
KW  - Weather
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Wildlife Surveys
KW  - Alaska
KW  - Coastal Zone Management Act of 1972, Compliance
KW  - Federal Aviation Act of 1958, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA. [Part 22 of 30]
T2  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA.
AN  - 36369924; 050449D-050176_0022
AB  - PURPOSE: The implementation of a modified and approved master plan for Juneau International Airport in the city and borough of Juneau, Alaska is proposed. Juneau is located on the panhandle of southeastern Alaska and within the Inside Passage alongside Gastineau Channel, approximately 950 air miles northwest of Seattle and 570 miles southeast of Anchorage. The airport plays an important role n serving the capital of Alaska by providing direct, non-stop service to Anchorage and other Alaskan cities. Juneau Airport is the primary commercial service airport for southeast Alaska and, other than ferry service, provides the only access to areas outside the Juneau area. The 662-acre facility, located nine miles northwest of downtown Juneau, is situated in a mountainous region, placing limits on flight operations. Proposed actions and alternatives would address deficiencies in the runway safety area, the snow removal equipment and maintenance building and access to these facilities, the fuel farm locations and configurations, and aviation facilities, including helicopter and fixed wing aircraft storage, such as hangers and tiedowns, and facilities and management directions for wildlife hazard management. The proposed improvements would be implemented from 2005 to 2015. In addition to the alternatives relative to each improvement topic, this draft EIS addresses a No Action Alternative for each topic. POSITIVE IMPACTS: Plan implementation would bring the airport into compliance with federal standards for runway safety areas; improve the navigational alignment of Runway 26 at night and during poor weather; provide for more efficient and rapid snow removal as well as an improved, safer, and more secure access route to the fuel farm; provide new aircraft parking and storage facilities to meet existing and future demand; and implement an improved wildlife hazard management program to reduce the potential for aircraft collisions with wildlife. NEGATIVE IMPACTS: Expansion of runway, roadway, and/or safety area facilities would result in the displacement of wetlands and water bodies adjacent tot he airfield. The hydrological regime of the Mendenhall Wetlands State Game Refuge and Jordan Creek estuarine wetlands, loss of fish habitat, and degradation of recreational values of the Dike Trail within the refuge would probably result from airport expansion. Noise levels would increase due to increases in traffic volume and the size of aircraft accommodated by the airport. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050176, 381 pages and maps; CD-ROM, April 26, 2005
PY  - 2005
VL  - 22
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Assessments
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Fisheries Surveys
KW  - Fuel Storage
KW  - Helicopters
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Preserves
KW  - Roads
KW  - Storage
KW  - Trails
KW  - Transportation
KW  - Water Quality
KW  - Weather
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Wildlife Surveys
KW  - Alaska
KW  - Coastal Zone Management Act of 1972, Compliance
KW  - Federal Aviation Act of 1958, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CAMPUS PARKWAY PROJECT FROM MISSION AVENUE INTERCHANGE TO YOSEMITE AVENUE, MERCED, CALIFORNIA. [Part 1 of 1]
T2  - CAMPUS PARKWAY PROJECT FROM MISSION AVENUE INTERCHANGE TO YOSEMITE AVENUE, MERCED, CALIFORNIA.
AN  - 36369883; 050636D-050175_0001
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 Railway. Four alternatives, including a No Action Alternative, are considered in this draft EIS. Estimated costs of the build alternatives are all approximately $59.5 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. 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: 050175, 377 pages and maps, April 26, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-CA-EIS-05-03-D
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
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-26&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA. [Part 2 of 30]
T2  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA.
AN  - 36369592; 050449D-050176_0002
AB  - PURPOSE: The implementation of a modified and approved master plan for Juneau International Airport in the city and borough of Juneau, Alaska is proposed. Juneau is located on the panhandle of southeastern Alaska and within the Inside Passage alongside Gastineau Channel, approximately 950 air miles northwest of Seattle and 570 miles southeast of Anchorage. The airport plays an important role n serving the capital of Alaska by providing direct, non-stop service to Anchorage and other Alaskan cities. Juneau Airport is the primary commercial service airport for southeast Alaska and, other than ferry service, provides the only access to areas outside the Juneau area. The 662-acre facility, located nine miles northwest of downtown Juneau, is situated in a mountainous region, placing limits on flight operations. Proposed actions and alternatives would address deficiencies in the runway safety area, the snow removal equipment and maintenance building and access to these facilities, the fuel farm locations and configurations, and aviation facilities, including helicopter and fixed wing aircraft storage, such as hangers and tiedowns, and facilities and management directions for wildlife hazard management. The proposed improvements would be implemented from 2005 to 2015. In addition to the alternatives relative to each improvement topic, this draft EIS addresses a No Action Alternative for each topic. POSITIVE IMPACTS: Plan implementation would bring the airport into compliance with federal standards for runway safety areas; improve the navigational alignment of Runway 26 at night and during poor weather; provide for more efficient and rapid snow removal as well as an improved, safer, and more secure access route to the fuel farm; provide new aircraft parking and storage facilities to meet existing and future demand; and implement an improved wildlife hazard management program to reduce the potential for aircraft collisions with wildlife. NEGATIVE IMPACTS: Expansion of runway, roadway, and/or safety area facilities would result in the displacement of wetlands and water bodies adjacent tot he airfield. The hydrological regime of the Mendenhall Wetlands State Game Refuge and Jordan Creek estuarine wetlands, loss of fish habitat, and degradation of recreational values of the Dike Trail within the refuge would probably result from airport expansion. Noise levels would increase due to increases in traffic volume and the size of aircraft accommodated by the airport. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050176, 381 pages and maps; CD-ROM, April 26, 2005
PY  - 2005
VL  - 2
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Assessments
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Fisheries Surveys
KW  - Fuel Storage
KW  - Helicopters
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Preserves
KW  - Roads
KW  - Storage
KW  - Trails
KW  - Transportation
KW  - Water Quality
KW  - Weather
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Wildlife Surveys
KW  - Alaska
KW  - Coastal Zone Management Act of 1972, Compliance
KW  - Federal Aviation Act of 1958, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA. [Part 12 of 30]
T2  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA.
AN  - 36369297; 050449D-050176_0012
AB  - PURPOSE: The implementation of a modified and approved master plan for Juneau International Airport in the city and borough of Juneau, Alaska is proposed. Juneau is located on the panhandle of southeastern Alaska and within the Inside Passage alongside Gastineau Channel, approximately 950 air miles northwest of Seattle and 570 miles southeast of Anchorage. The airport plays an important role n serving the capital of Alaska by providing direct, non-stop service to Anchorage and other Alaskan cities. Juneau Airport is the primary commercial service airport for southeast Alaska and, other than ferry service, provides the only access to areas outside the Juneau area. The 662-acre facility, located nine miles northwest of downtown Juneau, is situated in a mountainous region, placing limits on flight operations. Proposed actions and alternatives would address deficiencies in the runway safety area, the snow removal equipment and maintenance building and access to these facilities, the fuel farm locations and configurations, and aviation facilities, including helicopter and fixed wing aircraft storage, such as hangers and tiedowns, and facilities and management directions for wildlife hazard management. The proposed improvements would be implemented from 2005 to 2015. In addition to the alternatives relative to each improvement topic, this draft EIS addresses a No Action Alternative for each topic. POSITIVE IMPACTS: Plan implementation would bring the airport into compliance with federal standards for runway safety areas; improve the navigational alignment of Runway 26 at night and during poor weather; provide for more efficient and rapid snow removal as well as an improved, safer, and more secure access route to the fuel farm; provide new aircraft parking and storage facilities to meet existing and future demand; and implement an improved wildlife hazard management program to reduce the potential for aircraft collisions with wildlife. NEGATIVE IMPACTS: Expansion of runway, roadway, and/or safety area facilities would result in the displacement of wetlands and water bodies adjacent tot he airfield. The hydrological regime of the Mendenhall Wetlands State Game Refuge and Jordan Creek estuarine wetlands, loss of fish habitat, and degradation of recreational values of the Dike Trail within the refuge would probably result from airport expansion. Noise levels would increase due to increases in traffic volume and the size of aircraft accommodated by the airport. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050176, 381 pages and maps; CD-ROM, April 26, 2005
PY  - 2005
VL  - 12
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Assessments
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Fisheries Surveys
KW  - Fuel Storage
KW  - Helicopters
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Preserves
KW  - Roads
KW  - Storage
KW  - Trails
KW  - Transportation
KW  - Water Quality
KW  - Weather
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Wildlife Surveys
KW  - Alaska
KW  - Coastal Zone Management Act of 1972, Compliance
KW  - Federal Aviation Act of 1958, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA. [Part 15 of 30]
T2  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA.
AN  - 36369289; 050449D-050176_0015
AB  - PURPOSE: The implementation of a modified and approved master plan for Juneau International Airport in the city and borough of Juneau, Alaska is proposed. Juneau is located on the panhandle of southeastern Alaska and within the Inside Passage alongside Gastineau Channel, approximately 950 air miles northwest of Seattle and 570 miles southeast of Anchorage. The airport plays an important role n serving the capital of Alaska by providing direct, non-stop service to Anchorage and other Alaskan cities. Juneau Airport is the primary commercial service airport for southeast Alaska and, other than ferry service, provides the only access to areas outside the Juneau area. The 662-acre facility, located nine miles northwest of downtown Juneau, is situated in a mountainous region, placing limits on flight operations. Proposed actions and alternatives would address deficiencies in the runway safety area, the snow removal equipment and maintenance building and access to these facilities, the fuel farm locations and configurations, and aviation facilities, including helicopter and fixed wing aircraft storage, such as hangers and tiedowns, and facilities and management directions for wildlife hazard management. The proposed improvements would be implemented from 2005 to 2015. In addition to the alternatives relative to each improvement topic, this draft EIS addresses a No Action Alternative for each topic. POSITIVE IMPACTS: Plan implementation would bring the airport into compliance with federal standards for runway safety areas; improve the navigational alignment of Runway 26 at night and during poor weather; provide for more efficient and rapid snow removal as well as an improved, safer, and more secure access route to the fuel farm; provide new aircraft parking and storage facilities to meet existing and future demand; and implement an improved wildlife hazard management program to reduce the potential for aircraft collisions with wildlife. NEGATIVE IMPACTS: Expansion of runway, roadway, and/or safety area facilities would result in the displacement of wetlands and water bodies adjacent tot he airfield. The hydrological regime of the Mendenhall Wetlands State Game Refuge and Jordan Creek estuarine wetlands, loss of fish habitat, and degradation of recreational values of the Dike Trail within the refuge would probably result from airport expansion. Noise levels would increase due to increases in traffic volume and the size of aircraft accommodated by the airport. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050176, 381 pages and maps; CD-ROM, April 26, 2005
PY  - 2005
VL  - 15
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Assessments
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Fisheries Surveys
KW  - Fuel Storage
KW  - Helicopters
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Preserves
KW  - Roads
KW  - Storage
KW  - Trails
KW  - Transportation
KW  - Water Quality
KW  - Weather
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Wildlife Surveys
KW  - Alaska
KW  - Coastal Zone Management Act of 1972, Compliance
KW  - Federal Aviation Act of 1958, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA. [Part 23 of 30]
T2  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA.
AN  - 36369273; 050449D-050176_0023
AB  - PURPOSE: The implementation of a modified and approved master plan for Juneau International Airport in the city and borough of Juneau, Alaska is proposed. Juneau is located on the panhandle of southeastern Alaska and within the Inside Passage alongside Gastineau Channel, approximately 950 air miles northwest of Seattle and 570 miles southeast of Anchorage. The airport plays an important role n serving the capital of Alaska by providing direct, non-stop service to Anchorage and other Alaskan cities. Juneau Airport is the primary commercial service airport for southeast Alaska and, other than ferry service, provides the only access to areas outside the Juneau area. The 662-acre facility, located nine miles northwest of downtown Juneau, is situated in a mountainous region, placing limits on flight operations. Proposed actions and alternatives would address deficiencies in the runway safety area, the snow removal equipment and maintenance building and access to these facilities, the fuel farm locations and configurations, and aviation facilities, including helicopter and fixed wing aircraft storage, such as hangers and tiedowns, and facilities and management directions for wildlife hazard management. The proposed improvements would be implemented from 2005 to 2015. In addition to the alternatives relative to each improvement topic, this draft EIS addresses a No Action Alternative for each topic. POSITIVE IMPACTS: Plan implementation would bring the airport into compliance with federal standards for runway safety areas; improve the navigational alignment of Runway 26 at night and during poor weather; provide for more efficient and rapid snow removal as well as an improved, safer, and more secure access route to the fuel farm; provide new aircraft parking and storage facilities to meet existing and future demand; and implement an improved wildlife hazard management program to reduce the potential for aircraft collisions with wildlife. NEGATIVE IMPACTS: Expansion of runway, roadway, and/or safety area facilities would result in the displacement of wetlands and water bodies adjacent tot he airfield. The hydrological regime of the Mendenhall Wetlands State Game Refuge and Jordan Creek estuarine wetlands, loss of fish habitat, and degradation of recreational values of the Dike Trail within the refuge would probably result from airport expansion. Noise levels would increase due to increases in traffic volume and the size of aircraft accommodated by the airport. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050176, 381 pages and maps; CD-ROM, April 26, 2005
PY  - 2005
VL  - 23
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Assessments
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Fisheries Surveys
KW  - Fuel Storage
KW  - Helicopters
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Preserves
KW  - Roads
KW  - Storage
KW  - Trails
KW  - Transportation
KW  - Water Quality
KW  - Weather
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Wildlife Surveys
KW  - Alaska
KW  - Coastal Zone Management Act of 1972, Compliance
KW  - Federal Aviation Act of 1958, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369273?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA. [Part 5 of 30]
T2  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA.
AN  - 36369224; 050449D-050176_0005
AB  - PURPOSE: The implementation of a modified and approved master plan for Juneau International Airport in the city and borough of Juneau, Alaska is proposed. Juneau is located on the panhandle of southeastern Alaska and within the Inside Passage alongside Gastineau Channel, approximately 950 air miles northwest of Seattle and 570 miles southeast of Anchorage. The airport plays an important role n serving the capital of Alaska by providing direct, non-stop service to Anchorage and other Alaskan cities. Juneau Airport is the primary commercial service airport for southeast Alaska and, other than ferry service, provides the only access to areas outside the Juneau area. The 662-acre facility, located nine miles northwest of downtown Juneau, is situated in a mountainous region, placing limits on flight operations. Proposed actions and alternatives would address deficiencies in the runway safety area, the snow removal equipment and maintenance building and access to these facilities, the fuel farm locations and configurations, and aviation facilities, including helicopter and fixed wing aircraft storage, such as hangers and tiedowns, and facilities and management directions for wildlife hazard management. The proposed improvements would be implemented from 2005 to 2015. In addition to the alternatives relative to each improvement topic, this draft EIS addresses a No Action Alternative for each topic. POSITIVE IMPACTS: Plan implementation would bring the airport into compliance with federal standards for runway safety areas; improve the navigational alignment of Runway 26 at night and during poor weather; provide for more efficient and rapid snow removal as well as an improved, safer, and more secure access route to the fuel farm; provide new aircraft parking and storage facilities to meet existing and future demand; and implement an improved wildlife hazard management program to reduce the potential for aircraft collisions with wildlife. NEGATIVE IMPACTS: Expansion of runway, roadway, and/or safety area facilities would result in the displacement of wetlands and water bodies adjacent tot he airfield. The hydrological regime of the Mendenhall Wetlands State Game Refuge and Jordan Creek estuarine wetlands, loss of fish habitat, and degradation of recreational values of the Dike Trail within the refuge would probably result from airport expansion. Noise levels would increase due to increases in traffic volume and the size of aircraft accommodated by the airport. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050176, 381 pages and maps; CD-ROM, April 26, 2005
PY  - 2005
VL  - 5
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Assessments
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Fisheries Surveys
KW  - Fuel Storage
KW  - Helicopters
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Preserves
KW  - Roads
KW  - Storage
KW  - Trails
KW  - Transportation
KW  - Water Quality
KW  - Weather
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Wildlife Surveys
KW  - Alaska
KW  - Coastal Zone Management Act of 1972, Compliance
KW  - Federal Aviation Act of 1958, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA. [Part 17 of 30]
T2  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA.
AN  - 36369219; 050449D-050176_0017
AB  - PURPOSE: The implementation of a modified and approved master plan for Juneau International Airport in the city and borough of Juneau, Alaska is proposed. Juneau is located on the panhandle of southeastern Alaska and within the Inside Passage alongside Gastineau Channel, approximately 950 air miles northwest of Seattle and 570 miles southeast of Anchorage. The airport plays an important role n serving the capital of Alaska by providing direct, non-stop service to Anchorage and other Alaskan cities. Juneau Airport is the primary commercial service airport for southeast Alaska and, other than ferry service, provides the only access to areas outside the Juneau area. The 662-acre facility, located nine miles northwest of downtown Juneau, is situated in a mountainous region, placing limits on flight operations. Proposed actions and alternatives would address deficiencies in the runway safety area, the snow removal equipment and maintenance building and access to these facilities, the fuel farm locations and configurations, and aviation facilities, including helicopter and fixed wing aircraft storage, such as hangers and tiedowns, and facilities and management directions for wildlife hazard management. The proposed improvements would be implemented from 2005 to 2015. In addition to the alternatives relative to each improvement topic, this draft EIS addresses a No Action Alternative for each topic. POSITIVE IMPACTS: Plan implementation would bring the airport into compliance with federal standards for runway safety areas; improve the navigational alignment of Runway 26 at night and during poor weather; provide for more efficient and rapid snow removal as well as an improved, safer, and more secure access route to the fuel farm; provide new aircraft parking and storage facilities to meet existing and future demand; and implement an improved wildlife hazard management program to reduce the potential for aircraft collisions with wildlife. NEGATIVE IMPACTS: Expansion of runway, roadway, and/or safety area facilities would result in the displacement of wetlands and water bodies adjacent tot he airfield. The hydrological regime of the Mendenhall Wetlands State Game Refuge and Jordan Creek estuarine wetlands, loss of fish habitat, and degradation of recreational values of the Dike Trail within the refuge would probably result from airport expansion. Noise levels would increase due to increases in traffic volume and the size of aircraft accommodated by the airport. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050176, 381 pages and maps; CD-ROM, April 26, 2005
PY  - 2005
VL  - 17
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Assessments
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Fisheries Surveys
KW  - Fuel Storage
KW  - Helicopters
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Preserves
KW  - Roads
KW  - Storage
KW  - Trails
KW  - Transportation
KW  - Water Quality
KW  - Weather
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Wildlife Surveys
KW  - Alaska
KW  - Coastal Zone Management Act of 1972, Compliance
KW  - Federal Aviation Act of 1958, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JUNEAU+INTERNATIONAL+AIRPORT%2C+CITY+AND+BOROUGH+OF+JUNEAU%2C+ALASKA.&rft.title=JUNEAU+INTERNATIONAL+AIRPORT%2C+CITY+AND+BOROUGH+OF+JUNEAU%2C+ALASKA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA. [Part 3 of 30]
T2  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA.
AN  - 36369161; 050449D-050176_0003
AB  - PURPOSE: The implementation of a modified and approved master plan for Juneau International Airport in the city and borough of Juneau, Alaska is proposed. Juneau is located on the panhandle of southeastern Alaska and within the Inside Passage alongside Gastineau Channel, approximately 950 air miles northwest of Seattle and 570 miles southeast of Anchorage. The airport plays an important role n serving the capital of Alaska by providing direct, non-stop service to Anchorage and other Alaskan cities. Juneau Airport is the primary commercial service airport for southeast Alaska and, other than ferry service, provides the only access to areas outside the Juneau area. The 662-acre facility, located nine miles northwest of downtown Juneau, is situated in a mountainous region, placing limits on flight operations. Proposed actions and alternatives would address deficiencies in the runway safety area, the snow removal equipment and maintenance building and access to these facilities, the fuel farm locations and configurations, and aviation facilities, including helicopter and fixed wing aircraft storage, such as hangers and tiedowns, and facilities and management directions for wildlife hazard management. The proposed improvements would be implemented from 2005 to 2015. In addition to the alternatives relative to each improvement topic, this draft EIS addresses a No Action Alternative for each topic. POSITIVE IMPACTS: Plan implementation would bring the airport into compliance with federal standards for runway safety areas; improve the navigational alignment of Runway 26 at night and during poor weather; provide for more efficient and rapid snow removal as well as an improved, safer, and more secure access route to the fuel farm; provide new aircraft parking and storage facilities to meet existing and future demand; and implement an improved wildlife hazard management program to reduce the potential for aircraft collisions with wildlife. NEGATIVE IMPACTS: Expansion of runway, roadway, and/or safety area facilities would result in the displacement of wetlands and water bodies adjacent tot he airfield. The hydrological regime of the Mendenhall Wetlands State Game Refuge and Jordan Creek estuarine wetlands, loss of fish habitat, and degradation of recreational values of the Dike Trail within the refuge would probably result from airport expansion. Noise levels would increase due to increases in traffic volume and the size of aircraft accommodated by the airport. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050176, 381 pages and maps; CD-ROM, April 26, 2005
PY  - 2005
VL  - 3
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Assessments
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Fisheries Surveys
KW  - Fuel Storage
KW  - Helicopters
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Preserves
KW  - Roads
KW  - Storage
KW  - Trails
KW  - Transportation
KW  - Water Quality
KW  - Weather
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Wildlife Surveys
KW  - Alaska
KW  - Coastal Zone Management Act of 1972, Compliance
KW  - Federal Aviation Act of 1958, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA. [Part 26 of 30]
T2  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA.
AN  - 36369145; 050449D-050176_0026
AB  - PURPOSE: The implementation of a modified and approved master plan for Juneau International Airport in the city and borough of Juneau, Alaska is proposed. Juneau is located on the panhandle of southeastern Alaska and within the Inside Passage alongside Gastineau Channel, approximately 950 air miles northwest of Seattle and 570 miles southeast of Anchorage. The airport plays an important role n serving the capital of Alaska by providing direct, non-stop service to Anchorage and other Alaskan cities. Juneau Airport is the primary commercial service airport for southeast Alaska and, other than ferry service, provides the only access to areas outside the Juneau area. The 662-acre facility, located nine miles northwest of downtown Juneau, is situated in a mountainous region, placing limits on flight operations. Proposed actions and alternatives would address deficiencies in the runway safety area, the snow removal equipment and maintenance building and access to these facilities, the fuel farm locations and configurations, and aviation facilities, including helicopter and fixed wing aircraft storage, such as hangers and tiedowns, and facilities and management directions for wildlife hazard management. The proposed improvements would be implemented from 2005 to 2015. In addition to the alternatives relative to each improvement topic, this draft EIS addresses a No Action Alternative for each topic. POSITIVE IMPACTS: Plan implementation would bring the airport into compliance with federal standards for runway safety areas; improve the navigational alignment of Runway 26 at night and during poor weather; provide for more efficient and rapid snow removal as well as an improved, safer, and more secure access route to the fuel farm; provide new aircraft parking and storage facilities to meet existing and future demand; and implement an improved wildlife hazard management program to reduce the potential for aircraft collisions with wildlife. NEGATIVE IMPACTS: Expansion of runway, roadway, and/or safety area facilities would result in the displacement of wetlands and water bodies adjacent tot he airfield. The hydrological regime of the Mendenhall Wetlands State Game Refuge and Jordan Creek estuarine wetlands, loss of fish habitat, and degradation of recreational values of the Dike Trail within the refuge would probably result from airport expansion. Noise levels would increase due to increases in traffic volume and the size of aircraft accommodated by the airport. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050176, 381 pages and maps; CD-ROM, April 26, 2005
PY  - 2005
VL  - 26
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Assessments
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Fisheries Surveys
KW  - Fuel Storage
KW  - Helicopters
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Preserves
KW  - Roads
KW  - Storage
KW  - Trails
KW  - Transportation
KW  - Water Quality
KW  - Weather
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Wildlife Surveys
KW  - Alaska
KW  - Coastal Zone Management Act of 1972, Compliance
KW  - Federal Aviation Act of 1958, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369145?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA. [Part 10 of 30]
T2  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA.
AN  - 36368960; 050449D-050176_0010
AB  - PURPOSE: The implementation of a modified and approved master plan for Juneau International Airport in the city and borough of Juneau, Alaska is proposed. Juneau is located on the panhandle of southeastern Alaska and within the Inside Passage alongside Gastineau Channel, approximately 950 air miles northwest of Seattle and 570 miles southeast of Anchorage. The airport plays an important role n serving the capital of Alaska by providing direct, non-stop service to Anchorage and other Alaskan cities. Juneau Airport is the primary commercial service airport for southeast Alaska and, other than ferry service, provides the only access to areas outside the Juneau area. The 662-acre facility, located nine miles northwest of downtown Juneau, is situated in a mountainous region, placing limits on flight operations. Proposed actions and alternatives would address deficiencies in the runway safety area, the snow removal equipment and maintenance building and access to these facilities, the fuel farm locations and configurations, and aviation facilities, including helicopter and fixed wing aircraft storage, such as hangers and tiedowns, and facilities and management directions for wildlife hazard management. The proposed improvements would be implemented from 2005 to 2015. In addition to the alternatives relative to each improvement topic, this draft EIS addresses a No Action Alternative for each topic. POSITIVE IMPACTS: Plan implementation would bring the airport into compliance with federal standards for runway safety areas; improve the navigational alignment of Runway 26 at night and during poor weather; provide for more efficient and rapid snow removal as well as an improved, safer, and more secure access route to the fuel farm; provide new aircraft parking and storage facilities to meet existing and future demand; and implement an improved wildlife hazard management program to reduce the potential for aircraft collisions with wildlife. NEGATIVE IMPACTS: Expansion of runway, roadway, and/or safety area facilities would result in the displacement of wetlands and water bodies adjacent tot he airfield. The hydrological regime of the Mendenhall Wetlands State Game Refuge and Jordan Creek estuarine wetlands, loss of fish habitat, and degradation of recreational values of the Dike Trail within the refuge would probably result from airport expansion. Noise levels would increase due to increases in traffic volume and the size of aircraft accommodated by the airport. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050176, 381 pages and maps; CD-ROM, April 26, 2005
PY  - 2005
VL  - 10
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Assessments
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Fisheries Surveys
KW  - Fuel Storage
KW  - Helicopters
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Preserves
KW  - Roads
KW  - Storage
KW  - Trails
KW  - Transportation
KW  - Water Quality
KW  - Weather
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Wildlife Surveys
KW  - Alaska
KW  - Coastal Zone Management Act of 1972, Compliance
KW  - Federal Aviation Act of 1958, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA. [Part 9 of 30]
T2  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA.
AN  - 36368889; 050449D-050176_0009
AB  - PURPOSE: The implementation of a modified and approved master plan for Juneau International Airport in the city and borough of Juneau, Alaska is proposed. Juneau is located on the panhandle of southeastern Alaska and within the Inside Passage alongside Gastineau Channel, approximately 950 air miles northwest of Seattle and 570 miles southeast of Anchorage. The airport plays an important role n serving the capital of Alaska by providing direct, non-stop service to Anchorage and other Alaskan cities. Juneau Airport is the primary commercial service airport for southeast Alaska and, other than ferry service, provides the only access to areas outside the Juneau area. The 662-acre facility, located nine miles northwest of downtown Juneau, is situated in a mountainous region, placing limits on flight operations. Proposed actions and alternatives would address deficiencies in the runway safety area, the snow removal equipment and maintenance building and access to these facilities, the fuel farm locations and configurations, and aviation facilities, including helicopter and fixed wing aircraft storage, such as hangers and tiedowns, and facilities and management directions for wildlife hazard management. The proposed improvements would be implemented from 2005 to 2015. In addition to the alternatives relative to each improvement topic, this draft EIS addresses a No Action Alternative for each topic. POSITIVE IMPACTS: Plan implementation would bring the airport into compliance with federal standards for runway safety areas; improve the navigational alignment of Runway 26 at night and during poor weather; provide for more efficient and rapid snow removal as well as an improved, safer, and more secure access route to the fuel farm; provide new aircraft parking and storage facilities to meet existing and future demand; and implement an improved wildlife hazard management program to reduce the potential for aircraft collisions with wildlife. NEGATIVE IMPACTS: Expansion of runway, roadway, and/or safety area facilities would result in the displacement of wetlands and water bodies adjacent tot he airfield. The hydrological regime of the Mendenhall Wetlands State Game Refuge and Jordan Creek estuarine wetlands, loss of fish habitat, and degradation of recreational values of the Dike Trail within the refuge would probably result from airport expansion. Noise levels would increase due to increases in traffic volume and the size of aircraft accommodated by the airport. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050176, 381 pages and maps; CD-ROM, April 26, 2005
PY  - 2005
VL  - 9
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Assessments
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Fisheries Surveys
KW  - Fuel Storage
KW  - Helicopters
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Preserves
KW  - Roads
KW  - Storage
KW  - Trails
KW  - Transportation
KW  - Water Quality
KW  - Weather
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Wildlife Surveys
KW  - Alaska
KW  - Coastal Zone Management Act of 1972, Compliance
KW  - Federal Aviation Act of 1958, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA. [Part 28 of 30]
T2  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA.
AN  - 36368815; 050449D-050176_0028
AB  - PURPOSE: The implementation of a modified and approved master plan for Juneau International Airport in the city and borough of Juneau, Alaska is proposed. Juneau is located on the panhandle of southeastern Alaska and within the Inside Passage alongside Gastineau Channel, approximately 950 air miles northwest of Seattle and 570 miles southeast of Anchorage. The airport plays an important role n serving the capital of Alaska by providing direct, non-stop service to Anchorage and other Alaskan cities. Juneau Airport is the primary commercial service airport for southeast Alaska and, other than ferry service, provides the only access to areas outside the Juneau area. The 662-acre facility, located nine miles northwest of downtown Juneau, is situated in a mountainous region, placing limits on flight operations. Proposed actions and alternatives would address deficiencies in the runway safety area, the snow removal equipment and maintenance building and access to these facilities, the fuel farm locations and configurations, and aviation facilities, including helicopter and fixed wing aircraft storage, such as hangers and tiedowns, and facilities and management directions for wildlife hazard management. The proposed improvements would be implemented from 2005 to 2015. In addition to the alternatives relative to each improvement topic, this draft EIS addresses a No Action Alternative for each topic. POSITIVE IMPACTS: Plan implementation would bring the airport into compliance with federal standards for runway safety areas; improve the navigational alignment of Runway 26 at night and during poor weather; provide for more efficient and rapid snow removal as well as an improved, safer, and more secure access route to the fuel farm; provide new aircraft parking and storage facilities to meet existing and future demand; and implement an improved wildlife hazard management program to reduce the potential for aircraft collisions with wildlife. NEGATIVE IMPACTS: Expansion of runway, roadway, and/or safety area facilities would result in the displacement of wetlands and water bodies adjacent tot he airfield. The hydrological regime of the Mendenhall Wetlands State Game Refuge and Jordan Creek estuarine wetlands, loss of fish habitat, and degradation of recreational values of the Dike Trail within the refuge would probably result from airport expansion. Noise levels would increase due to increases in traffic volume and the size of aircraft accommodated by the airport. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050176, 381 pages and maps; CD-ROM, April 26, 2005
PY  - 2005
VL  - 28
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Assessments
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Fisheries Surveys
KW  - Fuel Storage
KW  - Helicopters
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Preserves
KW  - Roads
KW  - Storage
KW  - Trails
KW  - Transportation
KW  - Water Quality
KW  - Weather
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Wildlife Surveys
KW  - Alaska
KW  - Coastal Zone Management Act of 1972, Compliance
KW  - Federal Aviation Act of 1958, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368815?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-26&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=JUNEAU+INTERNATIONAL+AIRPORT%2C+CITY+AND+BOROUGH+OF+JUNEAU%2C+ALASKA.&rft.title=JUNEAU+INTERNATIONAL+AIRPORT%2C+CITY+AND+BOROUGH+OF+JUNEAU%2C+ALASKA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA. [Part 25 of 30]
T2  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA.
AN  - 36368749; 050449D-050176_0025
AB  - PURPOSE: The implementation of a modified and approved master plan for Juneau International Airport in the city and borough of Juneau, Alaska is proposed. Juneau is located on the panhandle of southeastern Alaska and within the Inside Passage alongside Gastineau Channel, approximately 950 air miles northwest of Seattle and 570 miles southeast of Anchorage. The airport plays an important role n serving the capital of Alaska by providing direct, non-stop service to Anchorage and other Alaskan cities. Juneau Airport is the primary commercial service airport for southeast Alaska and, other than ferry service, provides the only access to areas outside the Juneau area. The 662-acre facility, located nine miles northwest of downtown Juneau, is situated in a mountainous region, placing limits on flight operations. Proposed actions and alternatives would address deficiencies in the runway safety area, the snow removal equipment and maintenance building and access to these facilities, the fuel farm locations and configurations, and aviation facilities, including helicopter and fixed wing aircraft storage, such as hangers and tiedowns, and facilities and management directions for wildlife hazard management. The proposed improvements would be implemented from 2005 to 2015. In addition to the alternatives relative to each improvement topic, this draft EIS addresses a No Action Alternative for each topic. POSITIVE IMPACTS: Plan implementation would bring the airport into compliance with federal standards for runway safety areas; improve the navigational alignment of Runway 26 at night and during poor weather; provide for more efficient and rapid snow removal as well as an improved, safer, and more secure access route to the fuel farm; provide new aircraft parking and storage facilities to meet existing and future demand; and implement an improved wildlife hazard management program to reduce the potential for aircraft collisions with wildlife. NEGATIVE IMPACTS: Expansion of runway, roadway, and/or safety area facilities would result in the displacement of wetlands and water bodies adjacent tot he airfield. The hydrological regime of the Mendenhall Wetlands State Game Refuge and Jordan Creek estuarine wetlands, loss of fish habitat, and degradation of recreational values of the Dike Trail within the refuge would probably result from airport expansion. Noise levels would increase due to increases in traffic volume and the size of aircraft accommodated by the airport. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050176, 381 pages and maps; CD-ROM, April 26, 2005
PY  - 2005
VL  - 25
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Assessments
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Fisheries Surveys
KW  - Fuel Storage
KW  - Helicopters
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Preserves
KW  - Roads
KW  - Storage
KW  - Trails
KW  - Transportation
KW  - Water Quality
KW  - Weather
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Wildlife Surveys
KW  - Alaska
KW  - Coastal Zone Management Act of 1972, Compliance
KW  - Federal Aviation Act of 1958, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA. [Part 18 of 30]
T2  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA.
AN  - 36368243; 050449D-050176_0018
AB  - PURPOSE: The implementation of a modified and approved master plan for Juneau International Airport in the city and borough of Juneau, Alaska is proposed. Juneau is located on the panhandle of southeastern Alaska and within the Inside Passage alongside Gastineau Channel, approximately 950 air miles northwest of Seattle and 570 miles southeast of Anchorage. The airport plays an important role n serving the capital of Alaska by providing direct, non-stop service to Anchorage and other Alaskan cities. Juneau Airport is the primary commercial service airport for southeast Alaska and, other than ferry service, provides the only access to areas outside the Juneau area. The 662-acre facility, located nine miles northwest of downtown Juneau, is situated in a mountainous region, placing limits on flight operations. Proposed actions and alternatives would address deficiencies in the runway safety area, the snow removal equipment and maintenance building and access to these facilities, the fuel farm locations and configurations, and aviation facilities, including helicopter and fixed wing aircraft storage, such as hangers and tiedowns, and facilities and management directions for wildlife hazard management. The proposed improvements would be implemented from 2005 to 2015. In addition to the alternatives relative to each improvement topic, this draft EIS addresses a No Action Alternative for each topic. POSITIVE IMPACTS: Plan implementation would bring the airport into compliance with federal standards for runway safety areas; improve the navigational alignment of Runway 26 at night and during poor weather; provide for more efficient and rapid snow removal as well as an improved, safer, and more secure access route to the fuel farm; provide new aircraft parking and storage facilities to meet existing and future demand; and implement an improved wildlife hazard management program to reduce the potential for aircraft collisions with wildlife. NEGATIVE IMPACTS: Expansion of runway, roadway, and/or safety area facilities would result in the displacement of wetlands and water bodies adjacent tot he airfield. The hydrological regime of the Mendenhall Wetlands State Game Refuge and Jordan Creek estuarine wetlands, loss of fish habitat, and degradation of recreational values of the Dike Trail within the refuge would probably result from airport expansion. Noise levels would increase due to increases in traffic volume and the size of aircraft accommodated by the airport. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050176, 381 pages and maps; CD-ROM, April 26, 2005
PY  - 2005
VL  - 18
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Assessments
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Fisheries Surveys
KW  - Fuel Storage
KW  - Helicopters
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Preserves
KW  - Roads
KW  - Storage
KW  - Trails
KW  - Transportation
KW  - Water Quality
KW  - Weather
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Wildlife Surveys
KW  - Alaska
KW  - Coastal Zone Management Act of 1972, Compliance
KW  - Federal Aviation Act of 1958, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA. [Part 16 of 30]
T2  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA.
AN  - 36367826; 050449D-050176_0016
AB  - PURPOSE: The implementation of a modified and approved master plan for Juneau International Airport in the city and borough of Juneau, Alaska is proposed. Juneau is located on the panhandle of southeastern Alaska and within the Inside Passage alongside Gastineau Channel, approximately 950 air miles northwest of Seattle and 570 miles southeast of Anchorage. The airport plays an important role n serving the capital of Alaska by providing direct, non-stop service to Anchorage and other Alaskan cities. Juneau Airport is the primary commercial service airport for southeast Alaska and, other than ferry service, provides the only access to areas outside the Juneau area. The 662-acre facility, located nine miles northwest of downtown Juneau, is situated in a mountainous region, placing limits on flight operations. Proposed actions and alternatives would address deficiencies in the runway safety area, the snow removal equipment and maintenance building and access to these facilities, the fuel farm locations and configurations, and aviation facilities, including helicopter and fixed wing aircraft storage, such as hangers and tiedowns, and facilities and management directions for wildlife hazard management. The proposed improvements would be implemented from 2005 to 2015. In addition to the alternatives relative to each improvement topic, this draft EIS addresses a No Action Alternative for each topic. POSITIVE IMPACTS: Plan implementation would bring the airport into compliance with federal standards for runway safety areas; improve the navigational alignment of Runway 26 at night and during poor weather; provide for more efficient and rapid snow removal as well as an improved, safer, and more secure access route to the fuel farm; provide new aircraft parking and storage facilities to meet existing and future demand; and implement an improved wildlife hazard management program to reduce the potential for aircraft collisions with wildlife. NEGATIVE IMPACTS: Expansion of runway, roadway, and/or safety area facilities would result in the displacement of wetlands and water bodies adjacent tot he airfield. The hydrological regime of the Mendenhall Wetlands State Game Refuge and Jordan Creek estuarine wetlands, loss of fish habitat, and degradation of recreational values of the Dike Trail within the refuge would probably result from airport expansion. Noise levels would increase due to increases in traffic volume and the size of aircraft accommodated by the airport. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050176, 381 pages and maps; CD-ROM, April 26, 2005
PY  - 2005
VL  - 16
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Assessments
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Fisheries Surveys
KW  - Fuel Storage
KW  - Helicopters
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Preserves
KW  - Roads
KW  - Storage
KW  - Trails
KW  - Transportation
KW  - Water Quality
KW  - Weather
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Wildlife Surveys
KW  - Alaska
KW  - Coastal Zone Management Act of 1972, Compliance
KW  - Federal Aviation Act of 1958, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA. [Part 4 of 30]
T2  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA.
AN  - 36367726; 050449D-050176_0004
AB  - PURPOSE: The implementation of a modified and approved master plan for Juneau International Airport in the city and borough of Juneau, Alaska is proposed. Juneau is located on the panhandle of southeastern Alaska and within the Inside Passage alongside Gastineau Channel, approximately 950 air miles northwest of Seattle and 570 miles southeast of Anchorage. The airport plays an important role n serving the capital of Alaska by providing direct, non-stop service to Anchorage and other Alaskan cities. Juneau Airport is the primary commercial service airport for southeast Alaska and, other than ferry service, provides the only access to areas outside the Juneau area. The 662-acre facility, located nine miles northwest of downtown Juneau, is situated in a mountainous region, placing limits on flight operations. Proposed actions and alternatives would address deficiencies in the runway safety area, the snow removal equipment and maintenance building and access to these facilities, the fuel farm locations and configurations, and aviation facilities, including helicopter and fixed wing aircraft storage, such as hangers and tiedowns, and facilities and management directions for wildlife hazard management. The proposed improvements would be implemented from 2005 to 2015. In addition to the alternatives relative to each improvement topic, this draft EIS addresses a No Action Alternative for each topic. POSITIVE IMPACTS: Plan implementation would bring the airport into compliance with federal standards for runway safety areas; improve the navigational alignment of Runway 26 at night and during poor weather; provide for more efficient and rapid snow removal as well as an improved, safer, and more secure access route to the fuel farm; provide new aircraft parking and storage facilities to meet existing and future demand; and implement an improved wildlife hazard management program to reduce the potential for aircraft collisions with wildlife. NEGATIVE IMPACTS: Expansion of runway, roadway, and/or safety area facilities would result in the displacement of wetlands and water bodies adjacent tot he airfield. The hydrological regime of the Mendenhall Wetlands State Game Refuge and Jordan Creek estuarine wetlands, loss of fish habitat, and degradation of recreational values of the Dike Trail within the refuge would probably result from airport expansion. Noise levels would increase due to increases in traffic volume and the size of aircraft accommodated by the airport. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050176, 381 pages and maps; CD-ROM, April 26, 2005
PY  - 2005
VL  - 4
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Assessments
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Fisheries Surveys
KW  - Fuel Storage
KW  - Helicopters
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Preserves
KW  - Roads
KW  - Storage
KW  - Trails
KW  - Transportation
KW  - Water Quality
KW  - Weather
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Wildlife Surveys
KW  - Alaska
KW  - Coastal Zone Management Act of 1972, Compliance
KW  - Federal Aviation Act of 1958, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA. [Part 21 of 30]
T2  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA.
AN  - 36367539; 050449D-050176_0021
AB  - PURPOSE: The implementation of a modified and approved master plan for Juneau International Airport in the city and borough of Juneau, Alaska is proposed. Juneau is located on the panhandle of southeastern Alaska and within the Inside Passage alongside Gastineau Channel, approximately 950 air miles northwest of Seattle and 570 miles southeast of Anchorage. The airport plays an important role n serving the capital of Alaska by providing direct, non-stop service to Anchorage and other Alaskan cities. Juneau Airport is the primary commercial service airport for southeast Alaska and, other than ferry service, provides the only access to areas outside the Juneau area. The 662-acre facility, located nine miles northwest of downtown Juneau, is situated in a mountainous region, placing limits on flight operations. Proposed actions and alternatives would address deficiencies in the runway safety area, the snow removal equipment and maintenance building and access to these facilities, the fuel farm locations and configurations, and aviation facilities, including helicopter and fixed wing aircraft storage, such as hangers and tiedowns, and facilities and management directions for wildlife hazard management. The proposed improvements would be implemented from 2005 to 2015. In addition to the alternatives relative to each improvement topic, this draft EIS addresses a No Action Alternative for each topic. POSITIVE IMPACTS: Plan implementation would bring the airport into compliance with federal standards for runway safety areas; improve the navigational alignment of Runway 26 at night and during poor weather; provide for more efficient and rapid snow removal as well as an improved, safer, and more secure access route to the fuel farm; provide new aircraft parking and storage facilities to meet existing and future demand; and implement an improved wildlife hazard management program to reduce the potential for aircraft collisions with wildlife. NEGATIVE IMPACTS: Expansion of runway, roadway, and/or safety area facilities would result in the displacement of wetlands and water bodies adjacent tot he airfield. The hydrological regime of the Mendenhall Wetlands State Game Refuge and Jordan Creek estuarine wetlands, loss of fish habitat, and degradation of recreational values of the Dike Trail within the refuge would probably result from airport expansion. Noise levels would increase due to increases in traffic volume and the size of aircraft accommodated by the airport. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050176, 381 pages and maps; CD-ROM, April 26, 2005
PY  - 2005
VL  - 21
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Assessments
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Fisheries Surveys
KW  - Fuel Storage
KW  - Helicopters
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Preserves
KW  - Roads
KW  - Storage
KW  - Trails
KW  - Transportation
KW  - Water Quality
KW  - Weather
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Wildlife Surveys
KW  - Alaska
KW  - Coastal Zone Management Act of 1972, Compliance
KW  - Federal Aviation Act of 1958, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-49 SOUTH, LAFAYETE REGIONAL AIRPORT TO LA 88, ROUTE U.S. 90, IBERIA, LAYFAYETTE, AND ST. MARTIN PARISHES, LOUISIANA (FEDERAL PROJECT NO. I-49-1(057); STATE PROJECT NO. 700-99-00230).
AN  - 16359961; 11507
AB  - PURPOSE: The improvement of existing US 90 from Lafayette Regional Airport to Louisiana 88 (LA 88) in Iberia, Lafayette, and St. Martin, Louisiana, is proposed. More specifically, the highway would extend from a point just south of Jakuste Saloom Road near the airport to the LA 88 interchange in Iberia Parish, a distance of 10.8 miles. Connecting roadways would include relocated Verot School Road, relocated Southpark road (LA 89), Morgan Street, Eola Street, Albertson's Parkway, LA 182, Ambassador Cafferty Parkway, LA 92 West and LA 92 East. The LA 92 section connecting to LA 88 would be incorporated as part of the project. The project would include the addition of travel lanes, providing a six-lane, full control access facility. and two-lane, one-way frontage roads. Ramps would provide access control via grade separation of major connecting roads and frontage roads and local destinations. Three study corridor segments and several sub alternatives are considered in this final EIS. Within the city of Lafayette, the current average daily traffic (ADT) on US 90 ranges from 35,000 to 47,000 vehicles per day (VPD). In rural areas, ADT averages 29,000 VPD. The project would be completed in two stages. Estimated costs of construction, rights-of-way acquisition, and mitigation for the preferred alternative at initial build-out are $312 million, $7.0 million, and 2.0 million, respectively. Estimated costs of construction, rights-of-way acquisition, and mitigation for the preferred alternative at full build-out are $337 million, $9.0 million, and 2.0 million, respectively. POSITIVE IMPACTS: This roadway section design would separate through traffic from slower-moving local traffic. To the extent possible, project activity would take place within the existing US 90 rights-of-way in conformance with the desire tp cause the lease possible disruption to local business and through traffic and to the natural and human environment, adopt best practices for local and business traffic, and improve hurricane evacuation capacity. In general, the project would improve system linkage, hurricane evacuation, regional mobility, and safety. NEGATIVE IMPACTS: Rights-of-way requirements would result in the relocation of 11 commercial establishments and affect control of access at two locations. Approximately 4.1 acres of wet ditches, 1.2 acres of bottom land hardwoods, and one additional acre of jurisdictional waters of the US waters of the US would be lost. Traffic-generated noise would exceed federal standards within the vicinity of 116 residents by the year 2030. Noise levels would also exceed standards at a campground ad RV parking area along Mereline Drive in Maxie's Campground. Construction of noise barriers would be feasible in two locations. Air quality would be improved along main travel sections of the highway and degraded at intersections, though overall air quality would improve along the corridor. The project would mar the visual aesthetics in the historically significant Broussard Multiple Resource Area. 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. 7600 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0351D, Volume 27, Number 3.
JF  - EPA number: 050178, 323 pages and maps, April 26, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-03-01-F
KW  - Airports
KW  - Forests
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Hurricanes
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Parking
KW  - Recreation Facilities
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Transportation
KW  - Visual Resources
KW  - Waterways
KW  - Wetlands
KW  - Wildlife Habitat
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: April 26, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - JUNEAU INTERNATIONAL AIRPORT, CITY AND BOROUGH OF JUNEAU, ALASKA.
AN  - 16358170; 11505
AB  - PURPOSE: The implementation of a modified and approved master plan for Juneau International Airport in the city and borough of Juneau, Alaska is proposed. Juneau is located on the panhandle of southeastern Alaska and within the Inside Passage alongside Gastineau Channel, approximately 950 air miles northwest of Seattle and 570 miles southeast of Anchorage. The airport plays an important role n serving the capital of Alaska by providing direct, non-stop service to Anchorage and other Alaskan cities. Juneau Airport is the primary commercial service airport for southeast Alaska and, other than ferry service, provides the only access to areas outside the Juneau area. The 662-acre facility, located nine miles northwest of downtown Juneau, is situated in a mountainous region, placing limits on flight operations. Proposed actions and alternatives would address deficiencies in the runway safety area, the snow removal equipment and maintenance building and access to these facilities, the fuel farm locations and configurations, and aviation facilities, including helicopter and fixed wing aircraft storage, such as hangers and tiedowns, and facilities and management directions for wildlife hazard management. The proposed improvements would be implemented from 2005 to 2015. In addition to the alternatives relative to each improvement topic, this draft EIS addresses a No Action Alternative for each topic. POSITIVE IMPACTS: Plan implementation would bring the airport into compliance with federal standards for runway safety areas; improve the navigational alignment of Runway 26 at night and during poor weather; provide for more efficient and rapid snow removal as well as an improved, safer, and more secure access route to the fuel farm; provide new aircraft parking and storage facilities to meet existing and future demand; and implement an improved wildlife hazard management program to reduce the potential for aircraft collisions with wildlife. NEGATIVE IMPACTS: Expansion of runway, roadway, and/or safety area facilities would result in the displacement of wetlands and water bodies adjacent tot he airfield. The hydrological regime of the Mendenhall Wetlands State Game Refuge and Jordan Creek estuarine wetlands, loss of fish habitat, and degradation of recreational values of the Dike Trail within the refuge would probably result from airport expansion. Noise levels would increase due to increases in traffic volume and the size of aircraft accommodated by the airport. LEGAL MANDATES: Coastal Zone Management Act of 1972 (43 U.S.C. 1241.), Federal Aviation Act of 1958 (42 U.S.C. App. 1301 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Marine Protection, Research, and Sanctuaries Act of 1972 (16 U.S.C. 1401 et seq.), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050176, 381 pages and maps; CD-ROM, April 26, 2005
PY  - 2005
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Assessments
KW  - Cost Assessments
KW  - Cultural Resources Assessments
KW  - Fisheries Surveys
KW  - Fuel Storage
KW  - Helicopters
KW  - Navigation Aids
KW  - Noise Assessments
KW  - Preserves
KW  - Roads
KW  - Storage
KW  - Trails
KW  - Transportation
KW  - Water Quality
KW  - Weather
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Wildlife Surveys
KW  - Alaska
KW  - Coastal Zone Management Act of 1972, Compliance
KW  - Federal Aviation Act of 1958, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Marine Protection, Research, and Sanctuaries Act of 1972, Section 103 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Anchorage, Alaska; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: April 26, 2005
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, & EASTERN RAILROAD CORPORATION) (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACTSTATEMENT 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, & EASTERN RAILROAD CORPORATION) (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACTSTATEMENT OF NOVEMBER 2001).
AN  - 36369204; 050683D-050163_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 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, Browh, 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 draft supplemental EIS include those related to horn noise, the relationship between vibration and horn noise, and potential for increase 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.
JF  - EPA number: 050163, 252 pages, April 15, 2005
PY  - 2005
VL  - 1
KW  - Water
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Surface Transportation Board, Washington, District of Columbia; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 15, 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) (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACTSTATEMENT OF NOVEMBER 2001).
AN  - 16346741; 11502
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 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, Browh, 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 draft supplemental EIS include those related to horn noise, the relationship between vibration and horn noise, and potential for increase 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.
JF  - EPA number: 050163, 252 pages, April 15, 2005
PY  - 2005
KW  - Water
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
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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 - Draft. Preparation date: April 15, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PEARL CROSSING LNG PROJECT, GULF OF MEXICO, APPROXIMATELY 41 MILES SOUTH OF CAMERON PARISK, CAMERON AND CALCASIEU PARISHES, LOUISIANA.
AN  - 16345873; 11501
AB  - PURPOSE: The issuance of a Certificate of Public Convenience and Necessity for the construction and operation of a liquefied natural gas (LNG) deep-water port terminal and two parallel natural gas pipeline facilities in Cameron and Calcasieu parishes, Louisiana is proposed. The deep-water port would be located approximately 41 miles south of Cameron Parish in Outer Continental Shelf lease block West Cameron 220 in a water depth of approximately 62 feet. The terminal would include LNG receiving, storage, and regasificaton facilities and associated offshore and onshore pipelines. More specifically, the Pearl Crossing deep-water port would consist of a concrete gravity-based structure containing two LNG storage tanks each with a capacity of 327,000 cubic yards and facilities to provide for LNG carrier berthing, LNG unloading arms, vaporizers, utility systems, and crew accommodations. Pearl Crossing would be able to receive LNG carriers with a capacity of up to 327,000 cubic yards and would be linked to the regional pipeline system via two offshore pipelines approximately 53 miles long, two offshore to onshore pipelines approximately 0.5 mile long, and a single onshore pipeline approximately 63.7 miles long. The dual offshore pipelines would connect with the two offshore to onshore pipelines, would then connect with the single onshore pipeline. The pipelines would transport the natural gas produced by the offshore LNG regasification facility to onshore intrastate and interstate gas transmission facilities. Pearl Crossing would have an average annual sendout rate of approximately 2.0 million standard cubic feet per day of natural gas to the pipeline system, with a peak sendout rate of 2.8 billion cubic feet per day. A 100-acre graving dock at the Kiewit Offshore Services Ltd. site in San Patricio Count, Texas would be used for the fabrication of the gravity-based structure. In addition to the proposed action, this draft EIS addresses a No Action Alternative, as well as alternative project components, including one alternative terminal location, two LNG vaporization techniques, one alternative offshore pipeline route, two alternative onshore pipeline routes, and two graving dock locations. POSITIVE IMPACTS: The project would provide facilities that would provide natural gas feed to the existing and future natural gas transmission pipelines in Cameron and Calcasieu parishes. The terminal could function as an artificial reef, benefiting reef fish in the Gulf of Mexico. Project operation would employ 60 full-time workers, 75 percent of whom would be local hires. NEGATIVE IMPACTS: The terminal would displace approximately 12 acres of sea floor within the footprint area. Construction and operation of the facility would release drilling fluids, various other waste materials, degasification product leaks and the like into the Gulf, doing short-term damage to fisheries, including essential fish habitat, marine mammals, sea turtles, and coastal wetland wildlife resources, including shorebird habitat. During marine and prehistoric cultural resource surveys along offshore pipeline routes, anomalies possibly representing cultural resources were identified; these anomalies would be submitted to further investigation. Construction and operation of the terminal and pipelines would affect land use recreational use, and visual aesthetics in the Gulf and along the shoreline. LNG carrier traffic would increase the number of vessels in the area, reducing navigational safety in the Gulf somewhat. Minor emissions of carbon monoxide and nitrogen oxides would be generated by the terminal. LEGAL MANDATES: 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.)
JF  - EPA number: 050162, 811 pages, April 15, 2005
PY  - 2005
KW  - Energy
KW  - Agency number: USCG-2004-18474
KW  - Air Quality
KW  - Cultural Resources Assessments
KW  - Employment
KW  - Endangered Species (Animals)
KW  - Fisheries
KW  - Fisheries Surveys
KW  - Harbors
KW  - Impact Monitoring Plans
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Pipelines
KW  - Reefs
KW  - Safety
KW  - Safety Analyses
KW  - Site Planning
KW  - Storage
KW  - Terminal Facilities
KW  - Water Quality
KW  - Wildlife Surveys
KW  - Gulf of Mexico
KW  - Louisiana
KW  - Texas
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Coast Guard and Maime Administration, Washington, District of Columbia; FERC
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: April 15, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - SOUTHERN CORRIDOR, FROM I-15 AT REFERENCE POST 2 IN ST. GEORGE TO SR 9 NEAR HURRICANE, WASHINGTON COUNTY, UTAH. [Part 1 of 1]
T2  - SOUTHERN CORRIDOR, FROM I-15 AT REFERENCE POST 2 IN ST. GEORGE TO SR 9 NEAR HURRICANE, WASHINGTON COUNTY, UTAH.
AN  - 36369736; 050634F-050153_0001
AB  - PURPOSE: The construction of a four-lane, limited-access highway from St. George to Hurricane in Washington County, Utah is proposed. The facility would extend 20 to 26 miles from Interstate 15 II-15), approximately three miles north of the Arizona border near the southwest end of St. George, to State Route (SR 9) near Hurricane. The corridor is characterized by high traffic levels and inadequate capacity to meet traffic demands. Four alternatives, including a No-Build Alternative, are considered in this abbreviated final EIS. All build alternatives would begin at the I-15 interchange at Reference Post 3. The 4300 West Alternative would extend 22 miles to the intersection of 4300 West with SR near Hurricane. This alternative would be most westerly on SR 9 and would include approximately 11 interchanges. The 3400 West Alternative would extend 22 miles to the intersection of 3400 West with SR 9 near Hurricane, and would include approximately 10 interchanges on the corridor. The 2800 West Alternative would extend 26 miles to the intersection of 2800 West with SR 9 in Hurricane and would include approximately 12 interchanges; this alternative is the most easterly on SR 9. A multiple-use trail for pedestrians, bicyclists, and equestrians would parallel the highway under any build alternative. Estimated construction costs for the 4300 West, 3400 West, and 2800 West alternatives are $161.5 million, $151.6 million, and $209.2 million, respectively. POSITIVE IMPACTS: The facility would provide a regional transportation route accessible to residents and workers in St. George, Washington City, and Hurricane that would complement local land use plans. Local add through traffic would be separated as appropriate, and travel times would decline significantly, particularly during peak hours. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the loss of up to 50 acres of prime farmland, 257 to 385 acres of grazing allotments, and 675 to 928 acres of desert shrub/scrub habitat. The 2800 West Alternative could affect a bald eagle next during the construction phase, and three endangered plant species would probably be affected by highway development. From 20 to 23 archaeological sites potentially eligible for inclusion on the National Register of Historic Places could be affected. The facility would affect access to two or three trails and the use of one recreation site. Air quality would decline somewhat along the corridor, but federal standards would not be exceeded. Traffic-generated noise levels would exceed federal standards at seven sensitive receptor sites. From eight to 14 groundwater wells would be affected. Three to five hazardous waste sites would be encountered during construction. The visual aesthetics of the corridor would be degraded by highway structures. 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 03-0339D, Volume 27, Number 3.
JF  - EPA number: 050153, Volume 2--568 pages and maps, April 12, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-UT-EIS-03-01-D
KW  - Air Quality
KW  - Archaeological Sites
KW  - Birds
KW  - Desert Land
KW  - Endangered Species (Animals)
KW  - Endangered Species (Plants)
KW  - Farmlands
KW  - Grazing
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Recreation Resources
KW  - Section 4(f) Statements
KW  - Trails
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Water Quality
KW  - Wells
KW  - Wildlife Surveys
KW  - Transportation
KW  - Utah
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369736?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHERN+CORRIDOR%2C+FROM+I-15+AT+REFERENCE+POST+2+IN+ST.+GEORGE+TO+SR+9+NEAR+HURRICANE%2C+WASHINGTON+COUNTY%2C+UTAH.&rft.title=SOUTHERN+CORRIDOR%2C+FROM+I-15+AT+REFERENCE+POST+2+IN+ST.+GEORGE+TO+SR+9+NEAR+HURRICANE%2C+WASHINGTON+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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 12, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SOUTHERN CORRIDOR, FROM I-15 AT REFERENCE POST 2 IN ST. GEORGE TO SR 9 NEAR HURRICANE, WASHINGTON COUNTY, UTAH.
AN  - 16359889; 11493
AB  - PURPOSE: The construction of a four-lane, limited-access highway from St. George to Hurricane in Washington County, Utah is proposed. The facility would extend 20 to 26 miles from Interstate 15 II-15), approximately three miles north of the Arizona border near the southwest end of St. George, to State Route (SR 9) near Hurricane. The corridor is characterized by high traffic levels and inadequate capacity to meet traffic demands. Four alternatives, including a No-Build Alternative, are considered in this abbreviated final EIS. All build alternatives would begin at the I-15 interchange at Reference Post 3. The 4300 West Alternative would extend 22 miles to the intersection of 4300 West with SR near Hurricane. This alternative would be most westerly on SR 9 and would include approximately 11 interchanges. The 3400 West Alternative would extend 22 miles to the intersection of 3400 West with SR 9 near Hurricane, and would include approximately 10 interchanges on the corridor. The 2800 West Alternative would extend 26 miles to the intersection of 2800 West with SR 9 in Hurricane and would include approximately 12 interchanges; this alternative is the most easterly on SR 9. A multiple-use trail for pedestrians, bicyclists, and equestrians would parallel the highway under any build alternative. Estimated construction costs for the 4300 West, 3400 West, and 2800 West alternatives are $161.5 million, $151.6 million, and $209.2 million, respectively. POSITIVE IMPACTS: The facility would provide a regional transportation route accessible to residents and workers in St. George, Washington City, and Hurricane that would complement local land use plans. Local add through traffic would be separated as appropriate, and travel times would decline significantly, particularly during peak hours. NEGATIVE IMPACTS: Rights-of-way requirements for the build alternatives would result in the loss of up to 50 acres of prime farmland, 257 to 385 acres of grazing allotments, and 675 to 928 acres of desert shrub/scrub habitat. The 2800 West Alternative could affect a bald eagle next during the construction phase, and three endangered plant species would probably be affected by highway development. From 20 to 23 archaeological sites potentially eligible for inclusion on the National Register of Historic Places could be affected. The facility would affect access to two or three trails and the use of one recreation site. Air quality would decline somewhat along the corridor, but federal standards would not be exceeded. Traffic-generated noise levels would exceed federal standards at seven sensitive receptor sites. From eight to 14 groundwater wells would be affected. Three to five hazardous waste sites would be encountered during construction. The visual aesthetics of the corridor would be degraded by highway structures. 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 03-0339D, Volume 27, Number 3.
JF  - EPA number: 050153, Volume 2--568 pages and maps, April 12, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-UT-EIS-03-01-D
KW  - Air Quality
KW  - Archaeological Sites
KW  - Birds
KW  - Desert Land
KW  - Endangered Species (Animals)
KW  - Endangered Species (Plants)
KW  - Farmlands
KW  - Grazing
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Recreation Resources
KW  - Section 4(f) Statements
KW  - Trails
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Water Quality
KW  - Wells
KW  - Wildlife Surveys
KW  - Transportation
KW  - Utah
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SOUTHERN+CORRIDOR%2C+FROM+I-15+AT+REFERENCE+POST+2+IN+ST.+GEORGE+TO+SR+9+NEAR+HURRICANE%2C+WASHINGTON+COUNTY%2C+UTAH.&rft.title=SOUTHERN+CORRIDOR%2C+FROM+I-15+AT+REFERENCE+POST+2+IN+ST.+GEORGE+TO+SR+9+NEAR+HURRICANE%2C+WASHINGTON+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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: April 12, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - UNITED STATES HIGHWAY (USH) 41, OCONTO TO PESHTIGO, MARINETT AND OCONTO COUNTIES, WISCONSIN.
AN  - 36437221; 11489
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 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 Peshtigo 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 draft EIS considers a No-Build Alternative and one to four 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 Peshtigo 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 $119.2. 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, totaling 803.9 acres, would result in the displacement of 267.9 acres of farmland, 138 acres of residential land, 26 acres of commercial property and three businesses, three farm properties, 199 acres of wetlands, one historic structure, 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).
JF  - EPA number: 050149, 241 pages and maps, April 7, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-WISC-EIS-05-02-D
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/36437221?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=UNITED+STATES+HIGHWAY+%28USH%29+41%2C+OCONTO+TO+PESHTIGO%2C+MARINETT+AND+OCONTO+COUNTIES%2C+WISCONSIN.&rft.title=UNITED+STATES+HIGHWAY+%28USH%29+41%2C+OCONTO+TO+PESHTIGO%2C+MARINETT+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: April 7, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - UNITED STATES HIGHWAY (USH) 41, OCONTO TO PESHTIGO, MARINETT AND OCONTO COUNTIES, WISCONSIN. [Part 1 of 1]
T2  - UNITED STATES HIGHWAY (USH) 41, OCONTO TO PESHTIGO, MARINETT AND OCONTO COUNTIES, WISCONSIN.
AN  - 36369761; 050633F-050149_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 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 Peshtigo 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 draft EIS considers a No-Build Alternative and one to four 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 Peshtigo 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 $119.2. 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, totaling 803.9 acres, would result in the displacement of 267.9 acres of farmland, 138 acres of residential land, 26 acres of commercial property and three businesses, three farm properties, 199 acres of wetlands, one historic structure, 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).
JF  - EPA number: 050149, 241 pages and maps, April 7, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-WISC-EIS-05-02-D
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/36369761?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=UNITED+STATES+HIGHWAY+%28USH%29+41%2C+OCONTO+TO+PESHTIGO%2C+MARINETT+AND+OCONTO+COUNTIES%2C+WISCONSIN.&rft.title=UNITED+STATES+HIGHWAY+%28USH%29+41%2C+OCONTO+TO+PESHTIGO%2C+MARINETT+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: April 7, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36446468; 11485
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36446468?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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: April 4, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 186 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36381301; 050631F-050145_0186
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 186
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36381301?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 170 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36380050; 050631F-050145_0170
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 170
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36380050?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 148 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36378687; 050631F-050145_0148
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 148
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378687?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 7 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36378342; 050631F-050145_0007
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 7
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378342?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 6 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36378004; 050631F-050145_0006
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 6
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378004?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 132 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36374932; 050631F-050145_0132
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 132
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36374932?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 143 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36374507; 050631F-050145_0143
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 143
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36374507?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 138 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36374165; 050631F-050145_0138
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 138
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36374165?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 187 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36373755; 050631F-050145_0187
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 187
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373755?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 181 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36373708; 050631F-050145_0181
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 181
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373708?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 96 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36373277; 050631F-050145_0096
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 96
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373277?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 165 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36373049; 050631F-050145_0165
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 165
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36373049?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 160 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36372738; 050631F-050145_0160
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 160
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372738?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 106 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36372551; 050631F-050145_0106
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 106
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372551?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 184 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36372535; 050631F-050145_0184
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 184
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372535?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 164 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36372514; 050631F-050145_0164
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 164
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372514?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 177 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36372404; 050631F-050145_0177
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 177
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372404?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 183 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36372280; 050631F-050145_0183
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 183
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372280?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 26 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36372244; 050631F-050145_0026
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 26
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372244?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 158 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36372224; 050631F-050145_0158
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 158
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372224?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 39 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36372099; 050631F-050145_0039
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 39
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36372099?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 193 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36371919; 050631F-050145_0193
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 193
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371919?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 117 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36371912; 050631F-050145_0117
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 117
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371912?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 178 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36371690; 050631F-050145_0178
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 178
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371690?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 174 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36371679; 050631F-050145_0174
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 174
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371679?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 118 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36371588; 050631F-050145_0118
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 118
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371588?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 166 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36371581; 050631F-050145_0166
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 166
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371581?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 92 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36371413; 050631F-050145_0092
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 92
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371413?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 179 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36371406; 050631F-050145_0179
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 179
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371406?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 169 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36371362; 050631F-050145_0169
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 169
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371362?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 9 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36371305; 050631F-050145_0009
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 9
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371305?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 163 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36371274; 050631F-050145_0163
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 163
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371274?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 156 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36371171; 050631F-050145_0156
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 156
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371171?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 63 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36371061; 050631F-050145_0063
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 63
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371061?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 38 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36371013; 050631F-050145_0038
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 38
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36371013?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 154 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36370883; 050631F-050145_0154
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 154
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370883?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 176 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36370775; 050631F-050145_0176
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 176
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370775?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 73 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36370751; 050631F-050145_0073
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 73
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370751?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 40 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36370745; 050631F-050145_0040
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 40
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370745?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 36 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36370730; 050631F-050145_0036
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 36
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370730?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 159 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36370709; 050631F-050145_0159
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 159
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370709?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 173 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36370700; 050631F-050145_0173
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 173
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370700?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 182 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36370664; 050631F-050145_0182
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 182
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370664?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 152 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36370619; 050631F-050145_0152
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 152
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370619?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 157 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36370511; 050631F-050145_0157
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 157
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370511?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 70 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36370438; 050631F-050145_0070
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 70
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370438?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 130 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36370432; 050631F-050145_0130
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 130
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370432?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 172 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36370415; 050631F-050145_0172
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 172
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370415?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 101 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36370409; 050631F-050145_0101
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 101
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370409?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 95 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36370322; 050631F-050145_0095
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 95
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370322?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 153 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36370318; 050631F-050145_0153
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 153
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370318?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 167 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36370290; 050631F-050145_0167
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 167
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370290?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 131 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36370171; 050631F-050145_0131
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 131
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370171?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 29 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36370170; 050631F-050145_0029
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 29
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370170?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 192 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36370146; 050631F-050145_0192
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 192
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370146?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 141 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36370143; 050631F-050145_0141
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 141
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370143?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 175 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36370045; 050631F-050145_0175
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 175
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370045?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 137 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36370017; 050631F-050145_0137
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 137
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370017?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 32 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369993; 050631F-050145_0032
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 32
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369993?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 91 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369963; 050631F-050145_0091
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 91
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369963?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 171 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369937; 050631F-050145_0171
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 171
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369937?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 14 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369917; 050631F-050145_0014
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 14
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369917?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 142 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369868; 050631F-050145_0142
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 142
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369868?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 133 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369866; 050631F-050145_0133
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 133
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369866?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 194 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369792; 050631F-050145_0194
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 194
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369792?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 151 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369757; 050631F-050145_0151
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 151
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369757?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 27 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369716; 050631F-050145_0027
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 27
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369716?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 114 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369685; 050631F-050145_0114
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 114
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369685?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 191 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369636; 050631F-050145_0191
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 191
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369636?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 195 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369629; 050631F-050145_0195
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 195
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369629?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 10 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369619; 050631F-050145_0010
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 10
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369619?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 144 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369577; 050631F-050145_0144
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 144
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369577?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 100 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369517; 050631F-050145_0100
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 100
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369517?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 188 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369487; 050631F-050145_0188
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 188
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369487?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 89 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369475; 050631F-050145_0089
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 89
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369475?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 115 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369468; 050631F-050145_0115
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 115
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369468?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 110 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369429; 050631F-050145_0110
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 110
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369429?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 128 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369412; 050631F-050145_0128
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 128
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369412?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 140 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369338; 050631F-050145_0140
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 140
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369338?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 56 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369324; 050631F-050145_0056
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 56
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369324?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 93 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369312; 050631F-050145_0093
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 93
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369312?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 23 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369242; 050631F-050145_0023
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 23
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369242?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 30 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369199; 050631F-050145_0030
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 30
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369199?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 17 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369154; 050631F-050145_0017
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 17
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369154?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 90 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36369109; 050631F-050145_0090
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 90
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369109?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 12 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368969; 050631F-050145_0012
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 12
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368969?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 22 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368910; 050631F-050145_0022
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 22
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368910?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 127 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368879; 050631F-050145_0127
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 127
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368879?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 126 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368846; 050631F-050145_0126
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 126
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368846?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 31 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368830; 050631F-050145_0031
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 31
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368830?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 65 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368754; 050631F-050145_0065
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 65
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368754?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 120 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368651; 050631F-050145_0120
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 120
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368651?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 16 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368599; 050631F-050145_0016
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 16
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368599?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 67 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368568; 050631F-050145_0067
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 67
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368568?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 155 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368566; 050631F-050145_0155
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 155
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368566?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 123 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368564; 050631F-050145_0123
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 123
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368564?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 107 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368544; 050631F-050145_0107
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 107
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368544?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 50 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368529; 050631F-050145_0050
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 50
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368529?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 5 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368481; 050631F-050145_0005
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 5
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368481?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 37 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368454; 050631F-050145_0037
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 37
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368454?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 145 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368378; 050631F-050145_0145
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 145
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368378?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 119 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368369; 050631F-050145_0119
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 119
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368369?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 135 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368345; 050631F-050145_0135
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 135
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368345?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 33 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368294; 050631F-050145_0033
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 33
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368294?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 102 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368289; 050631F-050145_0102
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 102
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368289?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 44 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368282; 050631F-050145_0044
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 44
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368282?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 49 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368272; 050631F-050145_0049
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 49
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368272?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 149 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368262; 050631F-050145_0149
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 149
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368262?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 34 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368169; 050631F-050145_0034
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 34
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368169?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 51 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368120; 050631F-050145_0051
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 51
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368120?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 129 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368056; 050631F-050145_0129
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 129
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368056?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 99 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368044; 050631F-050145_0099
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 99
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368044?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 111 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36368027; 050631F-050145_0111
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 111
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368027?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 58 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367999; 050631F-050145_0058
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 58
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367999?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 84 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367987; 050631F-050145_0084
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 84
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367987?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 94 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367983; 050631F-050145_0094
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 94
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367983?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 8 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367958; 050631F-050145_0008
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 8
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367958?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 18 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367897; 050631F-050145_0018
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 18
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367897?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 139 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367884; 050631F-050145_0139
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 139
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367884?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 66 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367869; 050631F-050145_0066
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 66
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367869?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 64 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367812; 050631F-050145_0064
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 64
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367812?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 98 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367770; 050631F-050145_0098
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 98
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367770?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 71 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367734; 050631F-050145_0071
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 71
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367734?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 19 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367722; 050631F-050145_0019
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 19
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367722?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 74 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367707; 050631F-050145_0074
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 74
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367707?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 4 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367670; 050631F-050145_0004
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 4
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367670?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 25 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367644; 050631F-050145_0025
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 25
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367644?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 59 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367584; 050631F-050145_0059
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 59
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367584?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 20 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367555; 050631F-050145_0020
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 20
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367555?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 48 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367522; 050631F-050145_0048
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 48
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367522?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 15 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367464; 050631F-050145_0015
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 15
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367464?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 72 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367442; 050631F-050145_0072
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 72
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367442?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 116 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367394; 050631F-050145_0116
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 116
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367394?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 105 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367392; 050631F-050145_0105
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 105
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367392?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 125 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367380; 050631F-050145_0125
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 125
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367380?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 134 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367368; 050631F-050145_0134
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 134
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367368?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 77 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367217; 050631F-050145_0077
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 77
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367217?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 103 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367159; 050631F-050145_0103
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 103
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367159?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 46 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367130; 050631F-050145_0046
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 46
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367130?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 122 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36367092; 050631F-050145_0122
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 122
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367092?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 147 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36366983; 050631F-050145_0147
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 147
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366983?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 47 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36366960; 050631F-050145_0047
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 47
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366960?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 79 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36366861; 050631F-050145_0079
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 79
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366861?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 121 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36366820; 050631F-050145_0121
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 121
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366820?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 2 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36366752; 050631F-050145_0002
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366752?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 108 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36366721; 050631F-050145_0108
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 108
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366721?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 11 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36366718; 050631F-050145_0011
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 11
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366718?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 42 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36366601; 050631F-050145_0042
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 42
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366601?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 113 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36366526; 050631F-050145_0113
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 113
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366526?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 78 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36366483; 050631F-050145_0078
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 78
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366483?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 13 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36366378; 050631F-050145_0013
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 13
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366378?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 85 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36366161; 050631F-050145_0085
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 85
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366161?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 53 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36366048; 050631F-050145_0053
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 53
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366048?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 24 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36365943; 050631F-050145_0024
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 24
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36365943?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 80 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36365789; 050631F-050145_0080
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 80
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36365789?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 69 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36365648; 050631F-050145_0069
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 69
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36365648?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 62 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36365622; 050631F-050145_0062
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 62
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36365622?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 83 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36365526; 050631F-050145_0083
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 83
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36365526?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 60 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36365193; 050631F-050145_0060
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 60
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36365193?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 61 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36365096; 050631F-050145_0061
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 61
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 43 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36364316; 050631F-050145_0043
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 43
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-04&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%2C+MISSOURI.&rft.title=INTERSTATE+64%2FUS+ROUTE+40+CORIDOR%2C+FROM+WEST+OF+SPOEDE+ROAD+IN+ST.+LOUIS+COUNTY+TO+WEST+OF+SARAH+STREET+IN+THE+CITY+OF+ST.+LOUIS%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 - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI. [Part 41 of 195]
T2  - INTERSTATE 64/US ROUTE 40 CORIDOR, FROM WEST OF SPOEDE ROAD IN ST. LOUIS COUNTY TO WEST OF SARAH STREET IN THE CITY OF ST. LOUIS, MISSOURI.
AN  - 36363756; 050631F-050145_0041
AB  - PURPOSE: The reconstruction of approximately 12 miles of the Interstate 64 (I-64)/US 40 facility, with new interchange configurations, roadway, and structures, in St. Louis County and the city of St. Louis, Missouri is proposed. I-64 is an aging highway in poor condition. The western section was rebuilt in the late 1950s and early 1960s. The project, which would include work on I-170 from south of Brentwood Boulevard to I-64, would begin west of Spoede Road in St. Louis County and continues eastward to west of Sarah Street in the city of St. Louis. The project, which would extend 10.9 miles on I-64 and 0.8 miles on I-170, would add through lane capacity between I-170 and Spoede Road. The corridor has been divided into three subcorridors, resulting in seven build alignments, as well as a No-Build Alternative. Within the Greenway Subcorridor, extending from west of Spoede Road to west of McCutcheon Road, the preferred alternative would widen the facility from six to eight lanes. Within the Thruway Subcorridor, extending from McCutcheon Road to east of Bellevue Avenue, the preferred alternative would provide a depressed collector-distributor road (CD) system located adjacent to the freeway between Brentwood Boulevard and Hanley Road and the alignment west of I-170 partially located to the south of existing I-64. The Parkway Subcorridor, extending from east of Bellevue Avenue to west of Sarah Street would consist of an eight-lane facility. Cost estimates for the preferred alternative range from $775 million to $853 million. The estimated cost of the preferred alternative is $787 million. POSITIVE IMPACTS: The project would replace the deteriorating highway facilities, including bridges and substandard interchanges; increase roadway capacity between Spoede Road and I-170; improve safety and traffic operations and decrease congestion; and promote community redevelopment in the adjacent areas. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 117 single-family residences, 112 multifamily residences, and 42 businesses. Partial acquisitions would affect 116 single-family residences, 72 multi-family residences, 2 businesses and 12 public/semipublic facilities. Two parks, covering a total of 14.38 acres, would be affected by the permanent loss of a total of 13.14 acres. Traffic-generated noise would exceed federal standards in the vicinity of 315 dwelling units. Ten streams would be traversed, impacting 3,800 linear feet of channel and 0.06 acre of wetlands, and 1.3 acres of floodplain. This project would displace 19.2 acres of upland forest and two acres of riparian forest. The project would affect five architecturally significant structures, and four historically significant bridges, and one historic district would be impacted. Visual aesthetics in the area would be further degraded. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0210D, Volume 27, Number 2.
JF  - EPA number: 050145, Volume 1--1,162 pages and maps, April 4, 2005
PY  - 2005
VL  - 41
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-02-02-F
KW  - Cost Assessments
KW  - Cultural Resources Surveys
KW  - Floodplains
KW  - Forests
KW  - Health Hazard Analyses
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Missouri
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Jefferson City, Missouri; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - JOUR
T1  - Debris flows affecting highways; the Wyoming experience
AN  - 51651306; 2006-004271
AB  - Debris flows affecting the highways in Wyoming have occurred at 2 locations in the past decade. In early 1996, a series of 15 debris flows plugged a concrete box culvert resulting in the overtopping of the roadway with slide debris. Each of these debris flows consisted of approximately 1000 cubic yards of material. The road closures resulting from these debris flows were significant because they occurred near the east entrance to Yellowstone National Park on a major highway into the park. The source of the material for the debris flows, was located .75 miles up the drainage, 1500' above the roadway. A series of circular failure landslides deposited material consisting of rocks, mud, and trees, into the drainage. The material mixed with the snow melt and was carried down the drainage as a debris flow. To mitigate the effects of the debris flows, the existing concrete box culvert was removed, the roadway grade was raised, the channel was steepened as much as possible and a single span bridge was installed. Since the installation of the bridge, all subsequent debris flows have passed under the bridge and not affected the roadway. The other major debris flow occurred on May 18, 1997 in the Snake River Canyon 18 miles southwest of Jackson, Wyoming. This debris flow was a result of a large landslide which occurred on a steep slope 1500' above the roadway. It is estimated that 100,000 cubic yards of rocks, mud and trees flowed down the slope, covered the highway with 15'-20' of material and created a delta 250' out into the Snake River. It took two weeks for the debris flow to stabilize enough to begin removal of material from the roadway. It took another month before full time traffic was restored. To provide protection for the road from disturbed material in the existing channel, a large triangular catchment basin was cut into the slope above the roadway. This basin was designed to hold 8000 cubic yards of material. The next spring, during a period of rapid snow melt, a debris flow completely filled the basin within a 12-hour period. Maintenance forces were able clean out the culvert which drained the basin and allowed the slide debris to flow into the river without closing the road. In subsequent years, the amount of material flowing into the basin has decreased and a large concrete box culvert has been installed to allow material to pass under the road.
JF  - Abstracts with Programs - Geological Society of America
AU  - Falk, Mark
AU  - Anonymous
Y1  - 2005/04//
PY  - 2005
DA  - April 2005
SP  - 39
PB  - Geological Society of America (GSA), Boulder, CO
VL  - 37
IS  - 6
SN  - 0016-7592, 0016-7592
KW  - United States
KW  - protection
KW  - failures
KW  - slopes
KW  - channels
KW  - debris flows
KW  - culverts
KW  - Wyoming
KW  - landslides
KW  - Snake River canyon
KW  - mitigation
KW  - mass movements
KW  - Yellowstone National Park
KW  - drainage basins
KW  - Snake River
KW  - roads
KW  - meltwater
KW  - 30:Engineering geology
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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=Debris+flows+affecting+highways%3B+the+Wyoming+experience&rft.au=Falk%2C+Mark%3BAnonymous&rft.aulast=Falk&rft.aufirst=Mark&rft.date=2005-04-01&rft.volume=37&rft.issue=6&rft.spage=39&rft.isbn=&rft.btitle=&rft.title=Abstracts+with+Programs+-+Geological+Society+of+America&rft.issn=00167592&rft_id=info:doi/
LA  - English
DB  - GeoRef
N1  - Conference title - Geological Society of America, Rocky Mountain Section, 57th 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 - channels; culverts; debris flows; drainage basins; failures; landslides; mass movements; meltwater; mitigation; protection; roads; slopes; Snake River; Snake River canyon; United States; Wyoming; Yellowstone National Park
ER  - 



TY  - JOUR
T1  - Revision of California Department of Transportation (Caltrans) seismic hazard map
AN  - 51091696; 2008-034746
JF  - Seismological Research Letters
AU  - Mualchin, Lalliana
AU  - Merriam, M
AU  - Bowman, J
AU  - Ho, Chuong
AU  - Anderson, John G
AU  - von Seggern, David H
Y1  - 2005/04//
PY  - 2005
DA  - April 2005
SP  - 255
EP  - 256
PB  - Seismological Society of America, El Cerrito, CA
VL  - 76
IS  - 2
SN  - 0895-0695, 0895-0695
KW  - United States
KW  - geologic hazards
KW  - government agencies
KW  - characterization
KW  - mapping
KW  - seismic sources
KW  - simulation
KW  - rock mechanics
KW  - California
KW  - attenuation
KW  - geographic information systems
KW  - stiff clays
KW  - data bases
KW  - buildings
KW  - active faults
KW  - faults
KW  - soils
KW  - bedrock
KW  - California Department of Transportation
KW  - structures
KW  - rupture
KW  - strong motion
KW  - ground motion
KW  - information systems
KW  - earthquakes
KW  - 30:Engineering geology
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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=Revision+of+California+Department+of+Transportation+%28Caltrans%29+seismic+hazard+map&rft.au=Mualchin%2C+Lalliana%3BMerriam%2C+M%3BBowman%2C+J%3BHo%2C+Chuong%3BAnderson%2C+John+G%3Bvon+Seggern%2C+David+H&rft.aulast=Mualchin&rft.aufirst=Lalliana&rft.date=2005-04-01&rft.volume=76&rft.issue=2&rft.spage=255&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 - Seismological Society of America 2005 annual meeting
N1  - Copyright - GeoRef, Copyright 2016, American Geosciences Institute.
N1  - Date revised - 2008-01-01
N1  - PubXState - CA
N1  - Last updated - 2016-10-25
N1  - CODEN - EAQNAT
N1  - SubjectsTermNotLitGenreText - active faults; attenuation; bedrock; buildings; California; California Department of Transportation; characterization; data bases; earthquakes; faults; geographic information systems; geologic hazards; government agencies; ground motion; information systems; mapping; rock mechanics; rupture; seismic sources; simulation; soils; stiff clays; strong motion; structures; United States
ER  - 



TY  - RPRT
T1  - SECTION OF INDEPENDENT UTILITY NO. 14, JUNCTION I-20 NEAR HAUGHTON, LOUISIANA TO US 82 NEAR EL DORADO, ARKANSAS, BOSSIER, CLAIBORNE, AND WEBSTER PARISHES, LOUISIANA AND COLUMBIA AND UNION COUNTIES, ARKANSAS.
AN  - 36441983; 11483
AB  - PURPOSE: The construction of a four-lane, divided, fully controlled access freeway within the Interstate 69 (I-69) corridor between the junction of I-120 in Haughton, Louisiana near Shreveport and US 82 near El Dorado, Arkansas is proposed. The freeway would extend approximately 62 miles. Eight build alternatives and a No-Build Alternative are considered in this draft EIS. Access to the freeway would be controlled via 16 to 18 grade separation structures, and three railroad crossings could be provided. Depending on the alternative considered, estimated cost of the project ranges from $490.5 million to $514.9 million. POSITIVE IMPACTS: The new freeway would complete the I-69 trade corridor in accordance with legislation associated with the corridor as well as other federal and state legislation. BY reducing intra- and extra-regional shipping costs, improving access to regional land suitable for development, improving access to the regional employment base, and diverting traffic to the region, the freeway would boost regional economic development. Connectivity and accessibility within and between Arkansas and Louisiana communities would be improved, enhancing the National Highway System, more efficient intermodal connections involving truck, rail, air, and maritime port transshipments would be achievable. The potential for accidents on the existing highway system would be reduce significantly. NEGATIVE IMPACTS: Rights-of-way development would result in displacement of seven to 20 residential structures, 1,286 to 1,440 acres of pine plantation, 1,023 to 1,275 acres of naturally wooded land, 72 to 150 acres of farmland (715 to 1,020 acres of prime farmland traversed), 212 to 290 acres of cleared land, 29 to 46 acres of urban land, six to seven acres of scenic streams, 249 to 365 acres of floodplain, up to 34 acres of the Sparta Aquifer recharge area, up to one archaeological site, 273 to 517 acres of chicot terrace, 67 to 107 acres of wetlands, and three to eight ponds. One to three minority residences and three to six low-income residences would be displaced. Crossroads would be terminated at 55 to 60 points, impeding local access in some areas. From 34 to 42 petroleum and two to three chemical pipeline crossings as well as three railroad crossings and possibly one water well crossing would be necessary, Four or five oil/gas well sites would lie within the active rights-of-way, and another one to three such sites would lie within the inactive rights-of-way. The freeway would traverse 62 to 91 streams and require alteration of 36,209 to 63,217 linear feet of stream corridor. Approximately 0.3 to 7.8 acres of habitat for federally protected species lies within the 0.5-mile rights-of-way buffer, and the project would affect 936 to 1,158 acres of habitat for the endangered red-cockaded woodpecker. Traffic-generated noise levels would exceed federal standards in the vicinity of 37 to 86 residences. Scenic use of Bayou Dorcheat would be adversely affected. Construction workers would encounter nine to 11 hazardous 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).
JF  - EPA number: 050143, 411 pages, April 1, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-05-01-D
KW  - Birds
KW  - Chemicals
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Minorities
KW  - Noise Standards Violations
KW  - Oil Spills
KW  - Pipelines
KW  - Railroad Structures
KW  - Railroads
KW  - Relocations-Property Acquisitions
KW  - Scenic Areas
KW  - Streams
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Arkansas
KW  - Louisiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA.
AN  - 36439222; 11484
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, are considered in this draft EIS. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, are 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 ranges from $224 million to $252 million. 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, totaling 716 to 854 acres, 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, 569.3 to 728.9 acres of prime farmland soils, 0.7 to 13.4 acres of 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. 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).
JF  - EPA number: 050144, 361 pages and maps, April 1, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-05-01-D
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - FERNAN LAKE ROAD SAFETY IMPROVEMENT PROJECT (ID PFH 80), KOOTENAI COUNTY, IDAHO.
AN  - 36435962; 11488
AB  - PURPOSE: The reconstruction or resurfacing of 10.7 miles of Fernan Lake Road in Kootenai County, Idaho is proposed. Fernan Lake Road extends between the city of Coeur d'Alene and Fernan Saddle, a geographic feature in the Idaho Panhandle National Forests (IPNF). Fernan Lake Road is the most heavily used road in the Coeur d'Alene River Ranger District of the IPNF. The road has a much higher accident rate than similar roads statewide. East Side Highway District reports that the facility suffers from the poorest conditions of all the roads it maintains. The road lacks storm water treatment facilities to protect the quality of water in Fernan Lake and Creek. This final EIS considers three build alternatives and a No Action Alternative. The preferred alternative (Alternative G) would reconstruct the road from the intersection of Fernan Lake Road with Lakeview Drive and Fernan Court to mile post 5.0 where IPNF management of lands begins. The first segment would extend follow the existing alignment along the north shore of Fernan Lake, across Lulypad Bay in the northeast part of the lake, and end at the east end of the lake. The second segment would extend on a realigned rights-of-way northeastward, climbing the relatively steep upper valley of Fernan Creek, and ending the IPNF management line. From the IPNF line to the large parking lot at on Fernan Saddle, the project would involve rehabilitation of the existing road. POSITIVE IMPACTS: Reconstruction of the road would maintain a safe transportation link between Coeur d'Alene and IPNF at Fernan Saddle that would efficiently accommodate traffic volumes projected through 2026. Upgrading of storm water facilities along the road would protect water quality in Fernan Creek and Lake. The project would raise the road elevation above the 100-year floodplain elevation and correct alignment and slope stability problems. NEGATIVE IMPACTS: Alteration of the first two segments of the roadway would involve modification of a facility eligible for inclusion in the National Register of Historic Places. Construction activities would temporarily affect wildlife and terrestrial, aquatic, and wetland habitat. Recreational enjoyment of the area would be degraded during construction, and the landscape would be altered somewhat. 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.). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0089D, Volume 29, Number 2.
JF  - EPA number: 050148, 371 pages and maps, April 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-ID-EIS-04-01-F
KW  - Bridges
KW  - Drainage
KW  - Forests
KW  - Historic Sites
KW  - Roads
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Visual Resources
KW  - Water Quality
KW  - Wildlife Habitat
KW  - Idaho
KW  - Idaho Panhandle National Forests
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - National Historic Preservation Act of 1966, Historic Sites
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=FERNAN+LAKE+ROAD+SAFETY+IMPROVEMENT+PROJECT+%28ID+PFH+80%29%2C+KOOTENAI+COUNTY%2C+IDAHO.&rft.title=FERNAN+LAKE+ROAD+SAFETY+IMPROVEMENT+PROJECT+%28ID+PFH+80%29%2C+KOOTENAI+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Vancouver, Washington; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: April 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA. [Part 12 of 24]
T2  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA.
AN  - 36373706; 050630D-050144_0012
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, are considered in this draft EIS. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, are 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 ranges from $224 million to $252 million. 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, totaling 716 to 854 acres, 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, 569.3 to 728.9 acres of prime farmland soils, 0.7 to 13.4 acres of 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. 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).
JF  - EPA number: 050144, 361 pages and maps, April 1, 2005
PY  - 2005
VL  - 12
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-05-01-D
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
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-01&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA. [Part 9 of 24]
T2  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA.
AN  - 36373613; 050630D-050144_0009
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, are considered in this draft EIS. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, are 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 ranges from $224 million to $252 million. 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, totaling 716 to 854 acres, 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, 569.3 to 728.9 acres of prime farmland soils, 0.7 to 13.4 acres of 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. 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).
JF  - EPA number: 050144, 361 pages and maps, April 1, 2005
PY  - 2005
VL  - 9
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-05-01-D
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
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-01&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA. [Part 11 of 24]
T2  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA.
AN  - 36372081; 050630D-050144_0011
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, are considered in this draft EIS. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, are 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 ranges from $224 million to $252 million. 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, totaling 716 to 854 acres, 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, 569.3 to 728.9 acres of prime farmland soils, 0.7 to 13.4 acres of 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. 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).
JF  - EPA number: 050144, 361 pages and maps, April 1, 2005
PY  - 2005
VL  - 11
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-05-01-D
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA. [Part 13 of 24]
T2  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA.
AN  - 36370876; 050630D-050144_0013
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, are considered in this draft EIS. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, are 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 ranges from $224 million to $252 million. 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, totaling 716 to 854 acres, 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, 569.3 to 728.9 acres of prime farmland soils, 0.7 to 13.4 acres of 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. 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).
JF  - EPA number: 050144, 361 pages and maps, April 1, 2005
PY  - 2005
VL  - 13
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-05-01-D
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA. [Part 5 of 24]
T2  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA.
AN  - 36370754; 050630D-050144_0005
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, are considered in this draft EIS. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, are 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 ranges from $224 million to $252 million. 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, totaling 716 to 854 acres, 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, 569.3 to 728.9 acres of prime farmland soils, 0.7 to 13.4 acres of 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. 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).
JF  - EPA number: 050144, 361 pages and maps, April 1, 2005
PY  - 2005
VL  - 5
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-05-01-D
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA. [Part 8 of 24]
T2  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA.
AN  - 36370573; 050630D-050144_0008
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, are considered in this draft EIS. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, are 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 ranges from $224 million to $252 million. 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, totaling 716 to 854 acres, 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, 569.3 to 728.9 acres of prime farmland soils, 0.7 to 13.4 acres of 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. 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).
JF  - EPA number: 050144, 361 pages and maps, April 1, 2005
PY  - 2005
VL  - 8
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-05-01-D
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA. [Part 20 of 24]
T2  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA.
AN  - 36370098; 050630D-050144_0020
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, are considered in this draft EIS. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, are 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 ranges from $224 million to $252 million. 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, totaling 716 to 854 acres, 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, 569.3 to 728.9 acres of prime farmland soils, 0.7 to 13.4 acres of 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. 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).
JF  - EPA number: 050144, 361 pages and maps, April 1, 2005
PY  - 2005
VL  - 20
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-05-01-D
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - FERNAN LAKE ROAD SAFETY IMPROVEMENT PROJECT (ID PFH 80), KOOTENAI COUNTY, IDAHO. [Part 1 of 1]
T2  - FERNAN LAKE ROAD SAFETY IMPROVEMENT PROJECT (ID PFH 80), KOOTENAI COUNTY, IDAHO.
AN  - 36369146; 050632F-050148_0001
AB  - PURPOSE: The reconstruction or resurfacing of 10.7 miles of Fernan Lake Road in Kootenai County, Idaho is proposed. Fernan Lake Road extends between the city of Coeur d'Alene and Fernan Saddle, a geographic feature in the Idaho Panhandle National Forests (IPNF). Fernan Lake Road is the most heavily used road in the Coeur d'Alene River Ranger District of the IPNF. The road has a much higher accident rate than similar roads statewide. East Side Highway District reports that the facility suffers from the poorest conditions of all the roads it maintains. The road lacks storm water treatment facilities to protect the quality of water in Fernan Lake and Creek. This final EIS considers three build alternatives and a No Action Alternative. The preferred alternative (Alternative G) would reconstruct the road from the intersection of Fernan Lake Road with Lakeview Drive and Fernan Court to mile post 5.0 where IPNF management of lands begins. The first segment would extend follow the existing alignment along the north shore of Fernan Lake, across Lulypad Bay in the northeast part of the lake, and end at the east end of the lake. The second segment would extend on a realigned rights-of-way northeastward, climbing the relatively steep upper valley of Fernan Creek, and ending the IPNF management line. From the IPNF line to the large parking lot at on Fernan Saddle, the project would involve rehabilitation of the existing road. POSITIVE IMPACTS: Reconstruction of the road would maintain a safe transportation link between Coeur d'Alene and IPNF at Fernan Saddle that would efficiently accommodate traffic volumes projected through 2026. Upgrading of storm water facilities along the road would protect water quality in Fernan Creek and Lake. The project would raise the road elevation above the 100-year floodplain elevation and correct alignment and slope stability problems. NEGATIVE IMPACTS: Alteration of the first two segments of the roadway would involve modification of a facility eligible for inclusion in the National Register of Historic Places. Construction activities would temporarily affect wildlife and terrestrial, aquatic, and wetland habitat. Recreational enjoyment of the area would be degraded during construction, and the landscape would be altered somewhat. 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.). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0089D, Volume 29, Number 2.
JF  - EPA number: 050148, 371 pages and maps, April 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-ID-EIS-04-01-F
KW  - Bridges
KW  - Drainage
KW  - Forests
KW  - Historic Sites
KW  - Roads
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Visual Resources
KW  - Water Quality
KW  - Wildlife Habitat
KW  - Idaho
KW  - Idaho Panhandle National Forests
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - National Historic Preservation Act of 1966, Historic Sites
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Vancouver, Washington; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: April 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA. [Part 10 of 24]
T2  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA.
AN  - 36368768; 050630D-050144_0010
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, are considered in this draft EIS. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, are 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 ranges from $224 million to $252 million. 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, totaling 716 to 854 acres, 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, 569.3 to 728.9 acres of prime farmland soils, 0.7 to 13.4 acres of 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. 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).
JF  - EPA number: 050144, 361 pages and maps, April 1, 2005
PY  - 2005
VL  - 10
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-05-01-D
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA. [Part 1 of 24]
T2  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA.
AN  - 36368692; 050630D-050144_0001
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, are considered in this draft EIS. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, are 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 ranges from $224 million to $252 million. 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, totaling 716 to 854 acres, 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, 569.3 to 728.9 acres of prime farmland soils, 0.7 to 13.4 acres of 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. 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).
JF  - EPA number: 050144, 361 pages and maps, April 1, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-05-01-D
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/36368692?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-01&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA. [Part 15 of 24]
T2  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA.
AN  - 36368217; 050630D-050144_0015
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, are considered in this draft EIS. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, are 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 ranges from $224 million to $252 million. 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, totaling 716 to 854 acres, 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, 569.3 to 728.9 acres of prime farmland soils, 0.7 to 13.4 acres of 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. 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).
JF  - EPA number: 050144, 361 pages and maps, April 1, 2005
PY  - 2005
VL  - 15
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-05-01-D
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/36368217?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-01&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA. [Part 4 of 24]
T2  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA.
AN  - 36368073; 050630D-050144_0004
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, are considered in this draft EIS. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, are 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 ranges from $224 million to $252 million. 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, totaling 716 to 854 acres, 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, 569.3 to 728.9 acres of prime farmland soils, 0.7 to 13.4 acres of 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. 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).
JF  - EPA number: 050144, 361 pages and maps, April 1, 2005
PY  - 2005
VL  - 4
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-05-01-D
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/36368073?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-01&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA. [Part 7 of 24]
T2  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA.
AN  - 36367878; 050630D-050144_0007
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, are considered in this draft EIS. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, are 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 ranges from $224 million to $252 million. 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, totaling 716 to 854 acres, 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, 569.3 to 728.9 acres of prime farmland soils, 0.7 to 13.4 acres of 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. 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).
JF  - EPA number: 050144, 361 pages and maps, April 1, 2005
PY  - 2005
VL  - 7
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-05-01-D
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/36367878?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-01&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA. [Part 6 of 24]
T2  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA.
AN  - 36367829; 050630D-050144_0006
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, are considered in this draft EIS. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, are 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 ranges from $224 million to $252 million. 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, totaling 716 to 854 acres, 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, 569.3 to 728.9 acres of prime farmland soils, 0.7 to 13.4 acres of 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. 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).
JF  - EPA number: 050144, 361 pages and maps, April 1, 2005
PY  - 2005
VL  - 6
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-05-01-D
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SECTION OF INDEPENDENT UTILITY NO. 14, JUNCTION I-20 NEAR HAUGHTON, LOUISIANA TO US 82 NEAR EL DORADO, ARKANSAS, BOSSIER, CLAIBORNE, AND WEBSTER PARISHES, LOUISIANA AND COLUMBIA AND UNION COUNTIES, ARKANSAS. [Part 1 of 1]
T2  - SECTION OF INDEPENDENT UTILITY NO. 14, JUNCTION I-20 NEAR HAUGHTON, LOUISIANA TO US 82 NEAR EL DORADO, ARKANSAS, BOSSIER, CLAIBORNE, AND WEBSTER PARISHES, LOUISIANA AND COLUMBIA AND UNION COUNTIES, ARKANSAS.
AN  - 36367484; 050629D-050143_0001
AB  - PURPOSE: The construction of a four-lane, divided, fully controlled access freeway within the Interstate 69 (I-69) corridor between the junction of I-120 in Haughton, Louisiana near Shreveport and US 82 near El Dorado, Arkansas is proposed. The freeway would extend approximately 62 miles. Eight build alternatives and a No-Build Alternative are considered in this draft EIS. Access to the freeway would be controlled via 16 to 18 grade separation structures, and three railroad crossings could be provided. Depending on the alternative considered, estimated cost of the project ranges from $490.5 million to $514.9 million. POSITIVE IMPACTS: The new freeway would complete the I-69 trade corridor in accordance with legislation associated with the corridor as well as other federal and state legislation. BY reducing intra- and extra-regional shipping costs, improving access to regional land suitable for development, improving access to the regional employment base, and diverting traffic to the region, the freeway would boost regional economic development. Connectivity and accessibility within and between Arkansas and Louisiana communities would be improved, enhancing the National Highway System, more efficient intermodal connections involving truck, rail, air, and maritime port transshipments would be achievable. The potential for accidents on the existing highway system would be reduce significantly. NEGATIVE IMPACTS: Rights-of-way development would result in displacement of seven to 20 residential structures, 1,286 to 1,440 acres of pine plantation, 1,023 to 1,275 acres of naturally wooded land, 72 to 150 acres of farmland (715 to 1,020 acres of prime farmland traversed), 212 to 290 acres of cleared land, 29 to 46 acres of urban land, six to seven acres of scenic streams, 249 to 365 acres of floodplain, up to 34 acres of the Sparta Aquifer recharge area, up to one archaeological site, 273 to 517 acres of chicot terrace, 67 to 107 acres of wetlands, and three to eight ponds. One to three minority residences and three to six low-income residences would be displaced. Crossroads would be terminated at 55 to 60 points, impeding local access in some areas. From 34 to 42 petroleum and two to three chemical pipeline crossings as well as three railroad crossings and possibly one water well crossing would be necessary, Four or five oil/gas well sites would lie within the active rights-of-way, and another one to three such sites would lie within the inactive rights-of-way. The freeway would traverse 62 to 91 streams and require alteration of 36,209 to 63,217 linear feet of stream corridor. Approximately 0.3 to 7.8 acres of habitat for federally protected species lies within the 0.5-mile rights-of-way buffer, and the project would affect 936 to 1,158 acres of habitat for the endangered red-cockaded woodpecker. Traffic-generated noise levels would exceed federal standards in the vicinity of 37 to 86 residences. Scenic use of Bayou Dorcheat would be adversely affected. Construction workers would encounter nine to 11 hazardous 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).
JF  - EPA number: 050143, 411 pages, April 1, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-05-01-D
KW  - Birds
KW  - Chemicals
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Minorities
KW  - Noise Standards Violations
KW  - Oil Spills
KW  - Pipelines
KW  - Railroad Structures
KW  - Railroads
KW  - Relocations-Property Acquisitions
KW  - Scenic Areas
KW  - Streams
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Arkansas
KW  - Louisiana
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA. [Part 21 of 24]
T2  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA.
AN  - 36367070; 050630D-050144_0021
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, are considered in this draft EIS. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, are 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 ranges from $224 million to $252 million. 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, totaling 716 to 854 acres, 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, 569.3 to 728.9 acres of prime farmland soils, 0.7 to 13.4 acres of 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. 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).
JF  - EPA number: 050144, 361 pages and maps, April 1, 2005
PY  - 2005
VL  - 21
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-05-01-D
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA. [Part 16 of 24]
T2  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA.
AN  - 36366335; 050630D-050144_0016
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, are considered in this draft EIS. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, are 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 ranges from $224 million to $252 million. 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, totaling 716 to 854 acres, 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, 569.3 to 728.9 acres of prime farmland soils, 0.7 to 13.4 acres of 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. 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).
JF  - EPA number: 050144, 361 pages and maps, April 1, 2005
PY  - 2005
VL  - 16
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-05-01-D
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA. [Part 2 of 24]
T2  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA.
AN  - 36366137; 050630D-050144_0002
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, are considered in this draft EIS. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, are 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 ranges from $224 million to $252 million. 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, totaling 716 to 854 acres, 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, 569.3 to 728.9 acres of prime farmland soils, 0.7 to 13.4 acres of 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. 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).
JF  - EPA number: 050144, 361 pages and maps, April 1, 2005
PY  - 2005
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-05-01-D
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA. [Part 14 of 24]
T2  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA.
AN  - 36365978; 050630D-050144_0014
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, are considered in this draft EIS. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, are 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 ranges from $224 million to $252 million. 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, totaling 716 to 854 acres, 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, 569.3 to 728.9 acres of prime farmland soils, 0.7 to 13.4 acres of 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. 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).
JF  - EPA number: 050144, 361 pages and maps, April 1, 2005
PY  - 2005
VL  - 14
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-05-01-D
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/36365978?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA. [Part 18 of 24]
T2  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA.
AN  - 36365778; 050630D-050144_0018
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, are considered in this draft EIS. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, are 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 ranges from $224 million to $252 million. 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, totaling 716 to 854 acres, 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, 569.3 to 728.9 acres of prime farmland soils, 0.7 to 13.4 acres of 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. 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).
JF  - EPA number: 050144, 361 pages and maps, April 1, 2005
PY  - 2005
VL  - 18
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-05-01-D
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/36365778?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-01&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA. [Part 24 of 24]
T2  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA.
AN  - 36365539; 050630D-050144_0024
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, are considered in this draft EIS. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, are 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 ranges from $224 million to $252 million. 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, totaling 716 to 854 acres, 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, 569.3 to 728.9 acres of prime farmland soils, 0.7 to 13.4 acres of 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. 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).
JF  - EPA number: 050144, 361 pages and maps, April 1, 2005
PY  - 2005
VL  - 24
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-05-01-D
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/36365539?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-01&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA. [Part 3 of 24]
T2  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA.
AN  - 36365209; 050630D-050144_0003
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, are considered in this draft EIS. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, are 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 ranges from $224 million to $252 million. 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, totaling 716 to 854 acres, 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, 569.3 to 728.9 acres of prime farmland soils, 0.7 to 13.4 acres of 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. 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).
JF  - EPA number: 050144, 361 pages and maps, April 1, 2005
PY  - 2005
VL  - 3
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-05-01-D
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/36365209?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-01&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA. [Part 17 of 24]
T2  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA.
AN  - 36364761; 050630D-050144_0017
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, are considered in this draft EIS. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, are 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 ranges from $224 million to $252 million. 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, totaling 716 to 854 acres, 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, 569.3 to 728.9 acres of prime farmland soils, 0.7 to 13.4 acres of 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. 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).
JF  - EPA number: 050144, 361 pages and maps, April 1, 2005
PY  - 2005
VL  - 17
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-05-01-D
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/36364761?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-04-01&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA. [Part 23 of 24]
T2  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA.
AN  - 36363650; 050630D-050144_0023
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, are considered in this draft EIS. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, are 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 ranges from $224 million to $252 million. 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, totaling 716 to 854 acres, 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, 569.3 to 728.9 acres of prime farmland soils, 0.7 to 13.4 acres of 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. 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).
JF  - EPA number: 050144, 361 pages and maps, April 1, 2005
PY  - 2005
VL  - 23
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-05-01-D
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA. [Part 22 of 24]
T2  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA.
AN  - 36363557; 050630D-050144_0022
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, are considered in this draft EIS. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, are 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 ranges from $224 million to $252 million. 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, totaling 716 to 854 acres, 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, 569.3 to 728.9 acres of prime farmland soils, 0.7 to 13.4 acres of 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. 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).
JF  - EPA number: 050144, 361 pages and maps, April 1, 2005
PY  - 2005
VL  - 22
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-05-01-D
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA. [Part 19 of 24]
T2  - US 31 KOKOMO CORRIDOR PROJECT, HOWARD AND TIPTON COUNTIES, INDIANA.
AN  - 36363432; 050630D-050144_0019
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, are considered in this draft EIS. Six alternatives, including the No Action Alternative, three preliminary alternatives, and two alternatives developed following development of the initial eight alignment alternatives, are 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 ranges from $224 million to $252 million. 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, totaling 716 to 854 acres, 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, 569.3 to 728.9 acres of prime farmland soils, 0.7 to 13.4 acres of 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. 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).
JF  - EPA number: 050144, 361 pages and maps, April 1, 2005
PY  - 2005
VL  - 19
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-05-01-D
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: April 1, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - BOULDER CITY/US 93 CORRIDOR STUDY, CLARK COUNTY, NEVADA.
AN  - 36441325; 11480
AB  - PURPOSE: The improvement of 10.4 miles of US 93 in the vicinity of Boulder City, Clark County, Nevada is proposed. The study corridor extends from US 95 in the city of Henderson on the west to a point 4.7 miles east of downtown Bouler City at the planned western end of the Hoover Dam Bypass project. Within the study corridor, US 93 varies from a four-lane divided roadway to a two-lane roadway, with numerous business driveway access points and cross streets. The various roadway cross-sections and other deficiencies result in peak hour traffic congestion and a high accident rate. Four alternatives, including a No Action Alternative (Alternative A), are considered in this final EIS. Alternative B would involve a general widening of existing US 93 and other roadway improvements within the study corridor limits. The alternative would make improvements to the existing 11 miles of roadway, mostly within the existing US 93 rights-of-way. The improved facility would consist of a four-lane divided freeway. Alternative C would provide a new through-town freeway connecting the western and eastern study termini. It would consist of a continuous four-lane, controlled-access freeway parallel to existing US 93. Alternative D, which is the preferred alternative, would provide a southern bypass of Boulder City. It would consist of a continuous four-lane, controlled access divided freeway bypassing the developed area of the city to the south. Depending on the action alternative considered, costs of the project range from $220 million for alternatives B and C to $345 million for Alternative D; estimates are in 2002 dollars. POSITIVE IMPACTS: The project would provide overall transportation improvements within the corridor, improving regional mobility and reducing the number of accidents affecting users of the facility. Local circulation and access would be maintained or improved. Noise levels and air pollution emissions along the existing corridor would decline regardless of the action alterative selected. NEGATIVE IMPACTS: Rights-of-way requirements for the action alternatives would result in the displacement of 327 to 679 acres of wildlife habitat, including habitat for gila monsters and bats under Alternative D, up to 5.82 acres of wetlands and 14.2 acres of Waters of the U.S., and 10.4 to 29.9 acres of floodplain, Five businesses would be displaced under Alternative B. Two to six archaeological sites and six to 10 historic sites would be affected by the project. The project would affect one acre of the River Mountains Loop Trail, 76 acres of a planned public golf course, and/or 85 acres of the Lake Mead National Recreation Area. Water quality in the desert washes that drain the project area could be degraded due to storm water runoff from the highway. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0207D, Volume 26, Number 2.
JF  - EPA number: 050140, 621 pages and maps, March 30, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-NV-EIS-00-02-F
KW  - Archaeological Sites
KW  - Desert Land
KW  - Floodplains
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Recreation Facilities
KW  - Recreation Resources
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Trails
KW  - Water Quality
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Lake Mead National Recreation Area
KW  - Nevada
KW  - Department of Transportation Act of 1966, 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
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-03-30&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BOULDER+CITY%2FUS+93+CORRIDOR+STUDY%2C+CLARK+COUNTY%2C+NEVADA.&rft.title=BOULDER+CITY%2FUS+93+CORRIDOR+STUDY%2C+CLARK+COUNTY%2C+NEVADA.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Carson City, Nevada; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: March 30, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - BOULDER CITY/US 93 CORRIDOR STUDY, CLARK COUNTY, NEVADA. [Part 1 of 1]
T2  - BOULDER CITY/US 93 CORRIDOR STUDY, CLARK COUNTY, NEVADA.
AN  - 36365043; 050628F-050140_0001
AB  - PURPOSE: The improvement of 10.4 miles of US 93 in the vicinity of Boulder City, Clark County, Nevada is proposed. The study corridor extends from US 95 in the city of Henderson on the west to a point 4.7 miles east of downtown Bouler City at the planned western end of the Hoover Dam Bypass project. Within the study corridor, US 93 varies from a four-lane divided roadway to a two-lane roadway, with numerous business driveway access points and cross streets. The various roadway cross-sections and other deficiencies result in peak hour traffic congestion and a high accident rate. Four alternatives, including a No Action Alternative (Alternative A), are considered in this final EIS. Alternative B would involve a general widening of existing US 93 and other roadway improvements within the study corridor limits. The alternative would make improvements to the existing 11 miles of roadway, mostly within the existing US 93 rights-of-way. The improved facility would consist of a four-lane divided freeway. Alternative C would provide a new through-town freeway connecting the western and eastern study termini. It would consist of a continuous four-lane, controlled-access freeway parallel to existing US 93. Alternative D, which is the preferred alternative, would provide a southern bypass of Boulder City. It would consist of a continuous four-lane, controlled access divided freeway bypassing the developed area of the city to the south. Depending on the action alternative considered, costs of the project range from $220 million for alternatives B and C to $345 million for Alternative D; estimates are in 2002 dollars. POSITIVE IMPACTS: The project would provide overall transportation improvements within the corridor, improving regional mobility and reducing the number of accidents affecting users of the facility. Local circulation and access would be maintained or improved. Noise levels and air pollution emissions along the existing corridor would decline regardless of the action alterative selected. NEGATIVE IMPACTS: Rights-of-way requirements for the action alternatives would result in the displacement of 327 to 679 acres of wildlife habitat, including habitat for gila monsters and bats under Alternative D, up to 5.82 acres of wetlands and 14.2 acres of Waters of the U.S., and 10.4 to 29.9 acres of floodplain, Five businesses would be displaced under Alternative B. Two to six archaeological sites and six to 10 historic sites would be affected by the project. The project would affect one acre of the River Mountains Loop Trail, 76 acres of a planned public golf course, and/or 85 acres of the Lake Mead National Recreation Area. Water quality in the desert washes that drain the project area could be degraded due to storm water runoff from the highway. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0207D, Volume 26, Number 2.
JF  - EPA number: 050140, 621 pages and maps, March 30, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-NV-EIS-00-02-F
KW  - Archaeological Sites
KW  - Desert Land
KW  - Floodplains
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Recreation Facilities
KW  - Recreation Resources
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Trails
KW  - Water Quality
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Lake Mead National Recreation Area
KW  - Nevada
KW  - Department of Transportation Act of 1966, 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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Carson City, Nevada; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: March 30, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - BART WARM SPRINGS EXTENSION, FREMONT, CALIFORNIA. [Part 1 of 1]
T2  - BART WARM SPRINGS EXTENSION, FREMONT, CALIFORNIA.
AN  - 36368365; 050385D-050095_0001
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 Irving to Station would be an 18-acre multi-modal facility with 925 parking spaces and five bus bays. In addition to the proposed action, this draft 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 archaeological sites could be damaged. Facilities development would result in loss of wetland habitat, ruderal 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).
JF  - EPA number: 050095, 1,407 pages, March 24, 2005
PY  - 2005
VL  - 1
KW  - Research and Development
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  - 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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, San Francisco, California; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: March 24, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - TRI-COUNTY PARKWAY LOCATION STUDY, PRINCE WILLIAM, FAIRFAX, AND LOUDOUN COUNTIES, VIRGINIA. [Part 1 of 1]
T2  - TRI-COUNTY PARKWAY LOCATION STUDY, PRINCE WILLIAM, FAIRFAX, AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 912104002; 11471-1_0001
AB  - PURPOSE: The construction of a new north-south highway, to be known as the Tri-County Parkway, to connect the city of Manassas with Interstate 66 (I-66) and the Dulles corridor in Prince William, Fairfax, and Loudon counties, Virginia is proposed. The study corridor extends from the interchange of Virginia Route 28 (VA 28) and VA 234 in Prince William Count, through Fairfax County to US 50 (John Mosby Highway) in Loudon County. The study area presently lacks adequate north-south transportation facilities linking the I-66 corridor with the Dulles area and VA 267. East of US 15 and west of I-495 only three principal urban arterials connect these roads; these north-south facilities are heavily congested and will deteriorate further by the year 2025. Three alignment alternatives and a No-Build Alternative are considered in this draft EIS. Each build alternative consists of two or more general design cross-section segments. Capital costs of the three build alternatives are estimated to range from $176.7 million to $547.8 million. POSITIVE IMPACTS: The parkway would improve transportation mobility and capacity and, thereby, improve access and reduce congestion; enhance the linkage of communities and the transportation system that serves these communities; accommodate social demands, environmental goals, and economic development needs; and improve safety and, by doing so, reduce the average crash, injury, and accident rates on the roadway network. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of up to 353 acres of agricultural land, three to 463 acres of residential land, 42 to 150 acres of commercial land, one to 60 acres of public facilities, 42.1 to 212.2 acres of public parkland, up to 6.1 acres of private parks, 13 to 22 residences, up to three nonprofit/community facilities and three businesses, and seven to 23 archaeological and one or two historically significant architectural sites. The project would alter up to 47,000 feet of stream channel. Noise abatement structures would be required in some areas; cost of abatement structures is estimated at $7.7 million to $13.2 million. Low-income and minority populations would be disproportionately affected. One to four visual sensitive areas would suffer aesthetically, and social cohesion in one to 12 neighborhoods would be undermined. Annual tax revenue losses would range from $194,641 to $399,509. Construction workers would encounter one hazardous waste site, and two to six contaminated sites would be located upstream of water supply flows. Three to seven wellhead protection areas would be affected. The project would traverse 26.9 to 287.8 acres of floodplain and floodway. From 277.5 to 440.3 acres of agricultural wildlife habitat and 31.5 to 120.6 acres of transitional terrestrial habitat would be lost. The project would affect 33.7 to 70.7 acre of wetlands. One site providing habitat for a federally protected species could be affected, and one or two wildlife corridors would be bisected. From 13.8. to 220.2 acres of inner-core forest habitat 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 (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: 050131, 256 pages, March 22, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Archaeological Sites
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Forests
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Transportation
KW  - Water (Potable)
KW  - Water Storage
KW  - Water Quality
KW  - Wells
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Virginia
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
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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: March 22, 2005
N1  - Last updated - 2011-12-21
ER  - 



TY  - RPRT
T1  - TRI-COUNTY PARKWAY LOCATION STUDY, PRINCE WILLIAM, FAIRFAX, AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 36414153; 11471
AB  - PURPOSE: The construction of a new north-south highway, to be known as the Tri-County Parkway, to connect the city of Manassas with Interstate 66 (I-66) and the Dulles corridor in Prince William, Fairfax, and Loudon counties, Virginia is proposed. The study corridor extends from the interchange of Virginia Route 28 (VA 28) and VA 234 in Prince William Count, through Fairfax County to US 50 (John Mosby Highway) in Loudon County. The study area presently lacks adequate north-south transportation facilities linking the I-66 corridor with the Dulles area and VA 267. East of US 15 and west of I-495 only three principal urban arterials connect these roads; these north-south facilities are heavily congested and will deteriorate further by the year 2025. Three alignment alternatives and a No-Build Alternative are considered in this draft EIS. Each build alternative consists of two or more general design cross-section segments. Capital costs of the three build alternatives are estimated to range from $176.7 million to $547.8 million. POSITIVE IMPACTS: The parkway would improve transportation mobility and capacity and, thereby, improve access and reduce congestion; enhance the linkage of communities and the transportation system that serves these communities; accommodate social demands, environmental goals, and economic development needs; and improve safety and, by doing so, reduce the average crash, injury, and accident rates on the roadway network. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of up to 353 acres of agricultural land, three to 463 acres of residential land, 42 to 150 acres of commercial land, one to 60 acres of public facilities, 42.1 to 212.2 acres of public parkland, up to 6.1 acres of private parks, 13 to 22 residences, up to three nonprofit/community facilities and three businesses, and seven to 23 archaeological and one or two historically significant architectural sites. The project would alter up to 47,000 feet of stream channel. Noise abatement structures would be required in some areas; cost of abatement structures is estimated at $7.7 million to $13.2 million. Low-income and minority populations would be disproportionately affected. One to four visual sensitive areas would suffer aesthetically, and social cohesion in one to 12 neighborhoods would be undermined. Annual tax revenue losses would range from $194,641 to $399,509. Construction workers would encounter one hazardous waste site, and two to six contaminated sites would be located upstream of water supply flows. Three to seven wellhead protection areas would be affected. The project would traverse 26.9 to 287.8 acres of floodplain and floodway. From 277.5 to 440.3 acres of agricultural wildlife habitat and 31.5 to 120.6 acres of transitional terrestrial habitat would be lost. The project would affect 33.7 to 70.7 acre of wetlands. One site providing habitat for a federally protected species could be affected, and one or two wildlife corridors would be bisected. From 13.8. to 220.2 acres of inner-core forest habitat 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 (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: 050131, 256 pages, March 22, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Archaeological Sites
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Forests
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Transportation
KW  - Water (Potable)
KW  - Water Storage
KW  - Water Quality
KW  - Wells
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Virginia
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
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-03-22&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRI-COUNTY+PARKWAY+LOCATION+STUDY%2C+PRINCE+WILLIAM%2C+FAIRFAX%2C+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=TRI-COUNTY+PARKWAY+LOCATION+STUDY%2C+PRINCE+WILLIAM%2C+FAIRFAX%2C+AND+LOUDOUN+COUNTIES%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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: March 22, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WEBER COUNTY TO SALT LAKE CITY COMMUTER RAIL PROJECT, WEBER, DAVIS, AND SALT LAKE COUNTIES, UTAH.
AN  - 36437893; 11448
AB  - PURPOSE: The construction and operation of a 44-mile commuter rail transit line connecting Salt Lake City and Pleasant View at the Weber/Box Elder County line in Weber County, Nevada is proposed. The study area is bounded by the Great Salt Lake to the west, the Wasatch Mountains to the east, 700 South in Salt Lake City to the south, and the Weber/Box Elder County line to the north. Numerous local and regional transportation plans have recognized the importance of commuter rail as part of a shared solution for meeting regional transportation and land use goals and objectives in the study area. The project would involve construction of a new track along the existing Union Pacific Railroad (UPRR) corridor, as well as the provision of nine stations and associated parking facilities. Stations would be provided at Salt Lake City, North Temple, Woods Cross, Farmington, Layton, Clearfield, Roy, Ogden, and Pleasant View. In September 2002, the Utah Transit Authority (UTA) acquired 175 miles of railroad rights-of-way from the UPRR, including the existing UPRR diesel locomotive maintenance shop and yard, located between 600 North and 1000 North in Salt Lake City, adjacent to the UPRR mainline; UTA would use this site for the transit system maintenance facility. In addition to the transit alternative, this final EIS considers a No-Build Alternative. POSITIVE IMPACTS: The rail line would facilitate safe and efficient movement of people and goods within the project corridor through the year 2030; provide efficient, high-capacity transit service in the corridor; enhance the economic potential of the corridor by improving access to existing and planned employment and activity centers and by creating transit-oriented development opportunities; support regional plans and policies that call for the provision of a balanced transportation system; and support regional air quality goals. NEGATIVE IMPACTS: Rights-of-way development would result in the direct displacement of 162 acres of farmland, two acres of pinyon-juniper woodland, 22 acres of riparian woodland, and 450 acres of urban land. The project would result in the displacement of four businesses and four single-family residences; 150 jobs would be affected due to business displacements. The facility would traverse two rivers and five creeks, could alter floodplain functioning and groundwater recharge and movement, and would result in the displacement of 18.4 acres of wetlands. Traffic volumes would increase near six of the proposed stations, and traffic delays would occur at 43 at-grade crossings along the transit alignment; at-grade crossings would also pose a safety hazard. Though no severe noise impacts would occur, noise levels would increase in the vicinity of 346 single-family residences, 15 multi-family residences, and 88 mobile homes. Vibration impacts would affect 61 single-family, six multi-family, and 57 mobile home residences. Seven historic and four archaeological sites would be impacted. Hazardous materials sites would be encountered during construction. Structures associated with the transit line would degrade visual aesthetics. Numerous utility, distribution, and communication lines would require relocation. Noise, traffic, and other site-specific impacts would affect low-income, minority, and or elderly populations. 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 04-0446D, Volume 28, Number 4.
JF  - EPA number: 050108, Draft EIS--608 pages and maps, Map Supplement, March 11, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Air Quality
KW  - Archaeological Sites
KW  - Floodplains
KW  - Forests
KW  - Historic Sites
KW  - Minorities
KW  - Noise
KW  - Parking
KW  - Railroads
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Visual Resources
KW  - Wetlands
KW  - Utah
KW  - Department of Transportation Act of 1966, 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
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WEBER+COUNTY+TO+SALT+LAKE+CITY+COMMUTER+RAIL+PROJECT%2C+WEBER%2C+DAVIS%2C+AND+SALT+LAKE+COUNTIES%2C+UTAH.&rft.title=WEBER+COUNTY+TO+SALT+LAKE+CITY+COMMUTER+RAIL+PROJECT%2C+WEBER%2C+DAVIS%2C+AND+SALT+LAKE+COUNTIES%2C+UTAH.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Denver, Colorado; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: March 11, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - WEBER COUNTY TO SALT LAKE CITY COMMUTER RAIL PROJECT, WEBER, DAVIS, AND SALT LAKE COUNTIES, UTAH. [Part 1 of 2]
T2  - WEBER COUNTY TO SALT LAKE CITY COMMUTER RAIL PROJECT, WEBER, DAVIS, AND SALT LAKE COUNTIES, UTAH.
AN  - 36366984; 050626F-050108_0001
AB  - PURPOSE: The construction and operation of a 44-mile commuter rail transit line connecting Salt Lake City and Pleasant View at the Weber/Box Elder County line in Weber County, Nevada is proposed. The study area is bounded by the Great Salt Lake to the west, the Wasatch Mountains to the east, 700 South in Salt Lake City to the south, and the Weber/Box Elder County line to the north. Numerous local and regional transportation plans have recognized the importance of commuter rail as part of a shared solution for meeting regional transportation and land use goals and objectives in the study area. The project would involve construction of a new track along the existing Union Pacific Railroad (UPRR) corridor, as well as the provision of nine stations and associated parking facilities. Stations would be provided at Salt Lake City, North Temple, Woods Cross, Farmington, Layton, Clearfield, Roy, Ogden, and Pleasant View. In September 2002, the Utah Transit Authority (UTA) acquired 175 miles of railroad rights-of-way from the UPRR, including the existing UPRR diesel locomotive maintenance shop and yard, located between 600 North and 1000 North in Salt Lake City, adjacent to the UPRR mainline; UTA would use this site for the transit system maintenance facility. In addition to the transit alternative, this final EIS considers a No-Build Alternative. POSITIVE IMPACTS: The rail line would facilitate safe and efficient movement of people and goods within the project corridor through the year 2030; provide efficient, high-capacity transit service in the corridor; enhance the economic potential of the corridor by improving access to existing and planned employment and activity centers and by creating transit-oriented development opportunities; support regional plans and policies that call for the provision of a balanced transportation system; and support regional air quality goals. NEGATIVE IMPACTS: Rights-of-way development would result in the direct displacement of 162 acres of farmland, two acres of pinyon-juniper woodland, 22 acres of riparian woodland, and 450 acres of urban land. The project would result in the displacement of four businesses and four single-family residences; 150 jobs would be affected due to business displacements. The facility would traverse two rivers and five creeks, could alter floodplain functioning and groundwater recharge and movement, and would result in the displacement of 18.4 acres of wetlands. Traffic volumes would increase near six of the proposed stations, and traffic delays would occur at 43 at-grade crossings along the transit alignment; at-grade crossings would also pose a safety hazard. Though no severe noise impacts would occur, noise levels would increase in the vicinity of 346 single-family residences, 15 multi-family residences, and 88 mobile homes. Vibration impacts would affect 61 single-family, six multi-family, and 57 mobile home residences. Seven historic and four archaeological sites would be impacted. Hazardous materials sites would be encountered during construction. Structures associated with the transit line would degrade visual aesthetics. Numerous utility, distribution, and communication lines would require relocation. Noise, traffic, and other site-specific impacts would affect low-income, minority, and or elderly populations. 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 04-0446D, Volume 28, Number 4.
JF  - EPA number: 050108, Draft EIS--608 pages and maps, Map Supplement, March 11, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Air Quality
KW  - Archaeological Sites
KW  - Floodplains
KW  - Forests
KW  - Historic Sites
KW  - Minorities
KW  - Noise
KW  - Parking
KW  - Railroads
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Visual Resources
KW  - Wetlands
KW  - Utah
KW  - Department of Transportation Act of 1966, 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
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-03-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WEBER+COUNTY+TO+SALT+LAKE+CITY+COMMUTER+RAIL+PROJECT%2C+WEBER%2C+DAVIS%2C+AND+SALT+LAKE+COUNTIES%2C+UTAH.&rft.title=WEBER+COUNTY+TO+SALT+LAKE+CITY+COMMUTER+RAIL+PROJECT%2C+WEBER%2C+DAVIS%2C+AND+SALT+LAKE+COUNTIES%2C+UTAH.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Denver, Colorado; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: March 11, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WEBER COUNTY TO SALT LAKE CITY COMMUTER RAIL PROJECT, WEBER, DAVIS, AND SALT LAKE COUNTIES, UTAH. [Part 2 of 2]
T2  - WEBER COUNTY TO SALT LAKE CITY COMMUTER RAIL PROJECT, WEBER, DAVIS, AND SALT LAKE COUNTIES, UTAH.
AN  - 36365717; 050626F-050108_0002
AB  - PURPOSE: The construction and operation of a 44-mile commuter rail transit line connecting Salt Lake City and Pleasant View at the Weber/Box Elder County line in Weber County, Nevada is proposed. The study area is bounded by the Great Salt Lake to the west, the Wasatch Mountains to the east, 700 South in Salt Lake City to the south, and the Weber/Box Elder County line to the north. Numerous local and regional transportation plans have recognized the importance of commuter rail as part of a shared solution for meeting regional transportation and land use goals and objectives in the study area. The project would involve construction of a new track along the existing Union Pacific Railroad (UPRR) corridor, as well as the provision of nine stations and associated parking facilities. Stations would be provided at Salt Lake City, North Temple, Woods Cross, Farmington, Layton, Clearfield, Roy, Ogden, and Pleasant View. In September 2002, the Utah Transit Authority (UTA) acquired 175 miles of railroad rights-of-way from the UPRR, including the existing UPRR diesel locomotive maintenance shop and yard, located between 600 North and 1000 North in Salt Lake City, adjacent to the UPRR mainline; UTA would use this site for the transit system maintenance facility. In addition to the transit alternative, this final EIS considers a No-Build Alternative. POSITIVE IMPACTS: The rail line would facilitate safe and efficient movement of people and goods within the project corridor through the year 2030; provide efficient, high-capacity transit service in the corridor; enhance the economic potential of the corridor by improving access to existing and planned employment and activity centers and by creating transit-oriented development opportunities; support regional plans and policies that call for the provision of a balanced transportation system; and support regional air quality goals. NEGATIVE IMPACTS: Rights-of-way development would result in the direct displacement of 162 acres of farmland, two acres of pinyon-juniper woodland, 22 acres of riparian woodland, and 450 acres of urban land. The project would result in the displacement of four businesses and four single-family residences; 150 jobs would be affected due to business displacements. The facility would traverse two rivers and five creeks, could alter floodplain functioning and groundwater recharge and movement, and would result in the displacement of 18.4 acres of wetlands. Traffic volumes would increase near six of the proposed stations, and traffic delays would occur at 43 at-grade crossings along the transit alignment; at-grade crossings would also pose a safety hazard. Though no severe noise impacts would occur, noise levels would increase in the vicinity of 346 single-family residences, 15 multi-family residences, and 88 mobile homes. Vibration impacts would affect 61 single-family, six multi-family, and 57 mobile home residences. Seven historic and four archaeological sites would be impacted. Hazardous materials sites would be encountered during construction. Structures associated with the transit line would degrade visual aesthetics. Numerous utility, distribution, and communication lines would require relocation. Noise, traffic, and other site-specific impacts would affect low-income, minority, and or elderly populations. 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 04-0446D, Volume 28, Number 4.
JF  - EPA number: 050108, Draft EIS--608 pages and maps, Map Supplement, March 11, 2005
PY  - 2005
VL  - 2
KW  - Roads and Railroads
KW  - Air Quality
KW  - Archaeological Sites
KW  - Floodplains
KW  - Forests
KW  - Historic Sites
KW  - Minorities
KW  - Noise
KW  - Parking
KW  - Railroads
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - Visual Resources
KW  - Wetlands
KW  - Utah
KW  - Department of Transportation Act of 1966, 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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Denver, Colorado; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: March 11, 2005
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 SATA FE GRADE ROAD, SANTA CLARA AND SANTA CRUZ, COUNTIES, CALIFORNIA.
AN  - 36440710; 11427
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 Action Alternative are considered in this draft 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/RamosRoad, SR 165, and Sante 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 become 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 would proceed northeast from a western interchange and cross Badger Flat Road, range 2,055 to 2,266 feet south of Henry Mille Road, turn southeast 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 $243 million, $234 million, and $245 million. 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 {table on p. is conflicts with text} 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 storm water 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 of 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).
JF  - EPA number: 050089, 314 pages and maps, march 3, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-CA-EIS-05-02-D
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
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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: march 3, 2005
N1  - Last updated - 2014-01-30
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 SATA FE GRADE ROAD, SANTA CLARA AND SANTA CRUZ, COUNTIES, CALIFORNIA. [Part 1 of 1]
T2  - LOS BANOS BYPASS, STATE ROUTE 152 IN MERCED COUNTY BEGINNING NEAR VOLTA ROAD WEST OF LOS BANOS, BYPASSING LOS BANOS, AND ENDING NEAR THE SATA FE GRADE ROAD, SANTA CLARA AND SANTA CRUZ, COUNTIES, CALIFORNIA.
AN  - 36368147; 050424D-050089_0001
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 Action Alternative are considered in this draft 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/RamosRoad, SR 165, and Sante 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 become 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 would proceed northeast from a western interchange and cross Badger Flat Road, range 2,055 to 2,266 feet south of Henry Mille Road, turn southeast 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 $243 million, $234 million, and $245 million. 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 {table on p. is conflicts with text} 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 storm water 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 of 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).
JF  - EPA number: 050089, 314 pages and maps, march 3, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-CA-EIS-05-02-D
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
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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: march 3, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - JOUR
T1  - Modelling driver choices towards accident risk reduction
AN  - 17452351; 6657180
AB  - This research deals with the identification of the driver behavioural parameters that influence his choices in order to reduce the accident risk. In this context, a questionnaire-based survey was conducted and the stated preference method was used to develop an explanatory model. The application of the logistic regression model developed showed that parameters related to trip duration and increase of trip cost and time have an important impact on the choice of risk reduction alternatives. Other parameters with significant impact concerned gender, family status, driving experience and annual family income. Furthermore, the application of the model revealed that absolute value of additional trip time - not its percentage change - seems to play the most important role in driver choice towards accident risk reduction independently of the trip duration. Results from this sensitivity analysis of critical parameters affecting driver choices could prove useful for the identification of appropriate road safety strategies, programmes and measures for the improvement of driver behaviour.
JF  - Safety Science
AU  - Yannis, George
AU  - Kanellopoulou, Aggeliki
AU  - Aggeloussi, Kallia
AU  - Tsamboulas, Dimitrios
AD  - National Technical University of Athens, Department of Transportation Planning and Engineering, 5 Iroon Polytechniou Street, 157 73 Zografou, Athens, Greece, geyannis@central.ntua.gr
Y1  - 2005/03//
PY  - 2005
DA  - Mar 2005
SP  - 173
EP  - 186
PB  - Elsevier Science B.V., P.O. Box 211 Amsterdam 1000 AE Netherlands, [mailto:nlinfo-f@elsevier.nl], [URL:http://www.elsevier.nl/]
VL  - 43
IS  - 3
SN  - 0925-7535, 0925-7535
KW  - Health & Safety Science Abstracts; Risk Abstracts
KW  - Risk reduction
KW  - Road accident
KW  - Logistic regression
KW  - Stated preference
KW  - Accidents
KW  - Mathematical models
KW  - Behavior
KW  - Traffic safety
KW  - Highways
KW  - H 2000:Transportation
KW  - R2 23060:Medical and environmental health
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Date revised - 2006-02-01
N1  - Last updated - 2015-03-25
N1  - SubjectsTermNotLitGenreText - Accidents; Mathematical models; Behavior; Traffic safety; Risk reduction; Highways
DO  - http://dx.doi.org/10.1016/j.ssci.2005.02.004
ER  - 



TY  - RPRT
T1  - INGLESIDE ENERGY CENTER LNG TERMINAL AND PIPELINE PROJECT, CORPUS CHRISTI BAY WEST OF INGLESIDE, NEUCES AND SAN PATRICIO COUNTTIES, TEXAS (DOCKET NOS. CP05-13-000, CP05-11-000, CP05-12-000, CP05-13-000).
AN  - 36436745; 11418
AB  - PURPOSE: Issuance of a Certificate of Public Convenience and Necessity for the construction and operation of a liquefied natural gas (LNG) import terminal on the northeast shoreline of Corpus Christi Bay, west of Ingleside in Nueces and San Patricio counties, Texas. In addition, the applicants (Ingleside Energy Center, LLC and San Patricio Pipeline, LLC) would construct and operate a new natural gas pipeline and ancillary facilities extending from the LNG terminal to natural gas pipeline interconnects north of Sinton in San Patricio County. The terminal component of the project would involve dredging of a new marine terminal basin connected to the La Quinta Channel that would include a ship maneuvering area and one protected berth to unload up to 140 LNG ships each year; two double-containment LNG storage tanks with a nominal working volume of 1.0 billion barrels; and LNG vaporization and processing equipment. To transport the vaporized LNG, the applicants would provide for 26.4 miles of 26-inch- diameter pipeline; eight metering stations/delivery points and nine pipeline interconnections with existing natural gas pipeline systems; and a pig launcher and tie-in valves at the LNG terminal, a mainline valve near the middle of the pipeline, and a pig receiver facility and a metering regulating station at the northern pipeline terminus. POSITIVE IMPACTS: The project would introduce a competitive supply of natural gas to Ingleside and San Patricio affiliates (Occidental Chemical Company and Ingleside Cogeneration Partners LP) and other large energy-consuming industries in the Corpus Christi are and deliver natural gas too existing interstate and intrastate pipelines north of Sinton, Texas. NEGATIVE IMPACTS: Construction activities at the terminal site would affect 489.7 acres of land and water. Terminal facilities would permanently displace 74 acres of land and 40 acres offshore within the La Quinta Channel for maneuvering area and a marine basin. Pipeline contraction would disturb 375.7 acres, including the construction rights-of-way for the pipeline, additional temporary workspace, a contractor and pipe yard, metering stations/interconnects, a pig launcher and receiver, and access roads. Operation of the new terminal and pipeline facility would require 274.7 acres. Displaced acreage would include 0.7 acres of prime farmland soils currently in industrial use for the terminal and 234.8 acres of such soils for pipeline construction, approximately 5.5 acres of wetland, tidal flats, and seagrass beds as well as shrubland and grassland habitat. Though the project would lie within an area, providing habitat for 22 federally protected species, none would be significantly affected by the terminal or pipeline. Essential fish habitat for three shellfish species and two finfish species could be affected. The two storage tanks used by the LNG terminal and aboveground pipeline facilities would mar visual aesthetic in the area. Ship traffic within the Corpus Christi Channel would increase somewhat, increasing the possibility of collisions within the bay. Cultural resource surveys for historic and archaeological sites have not been completed, but none have been found in the project impact area to this date. In the unlikely event of a severe accident or terrorist attach, significant levels of volatile gas could be released into the atmosphere in the vicinity of the terminal and/or pipeline corridor. 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.), and Natural Gas Act (15 U.S.C. 717 f(c)).
JF  - EPA number: 050080, 389 pages, February 24, 2005
PY  - 2005
KW  - Energy
KW  - Agency number: FERC/EIS-177D
KW  - Bays
KW  - Coastal Zones
KW  - Dredging
KW  - Farm Management
KW  - Fisheries
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Harbors
KW  - Natural Gas
KW  - Pipelines
KW  - Safety
KW  - Shellfish
KW  - Storage
KW  - Terminal Facilities
KW  - Vegetation
KW  - Visual Resources
KW  - Waterways
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Corpus Christi Bay
KW  - Gulf of Mexico
KW  - Texas
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  - River and Harbor Act of 1899, Section 10 Permits
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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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: February 24, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - INGLESIDE ENERGY CENTER LNG TERMINAL AND PIPELINE PROJECT, CORPUS CHRISTI BAY WEST OF INGLESIDE, NEUCES AND SAN PATRICIO COUNTTIES, TEXAS (DOCKET NOS. CP05-13-000, CP05-11-000, CP05-12-000, CP05-13-000). [Part 1 of 1]
T2  - INGLESIDE ENERGY CENTER LNG TERMINAL AND PIPELINE PROJECT, CORPUS CHRISTI BAY WEST OF INGLESIDE, NEUCES AND SAN PATRICIO COUNTTIES, TEXAS (DOCKET NOS. CP05-13-000, CP05-11-000, CP05-12-000, CP05-13-000).
AN  - 36370402; 050309D-050080_0001
AB  - PURPOSE: Issuance of a Certificate of Public Convenience and Necessity for the construction and operation of a liquefied natural gas (LNG) import terminal on the northeast shoreline of Corpus Christi Bay, west of Ingleside in Nueces and San Patricio counties, Texas. In addition, the applicants (Ingleside Energy Center, LLC and San Patricio Pipeline, LLC) would construct and operate a new natural gas pipeline and ancillary facilities extending from the LNG terminal to natural gas pipeline interconnects north of Sinton in San Patricio County. The terminal component of the project would involve dredging of a new marine terminal basin connected to the La Quinta Channel that would include a ship maneuvering area and one protected berth to unload up to 140 LNG ships each year; two double-containment LNG storage tanks with a nominal working volume of 1.0 billion barrels; and LNG vaporization and processing equipment. To transport the vaporized LNG, the applicants would provide for 26.4 miles of 26-inch- diameter pipeline; eight metering stations/delivery points and nine pipeline interconnections with existing natural gas pipeline systems; and a pig launcher and tie-in valves at the LNG terminal, a mainline valve near the middle of the pipeline, and a pig receiver facility and a metering regulating station at the northern pipeline terminus. POSITIVE IMPACTS: The project would introduce a competitive supply of natural gas to Ingleside and San Patricio affiliates (Occidental Chemical Company and Ingleside Cogeneration Partners LP) and other large energy-consuming industries in the Corpus Christi are and deliver natural gas too existing interstate and intrastate pipelines north of Sinton, Texas. NEGATIVE IMPACTS: Construction activities at the terminal site would affect 489.7 acres of land and water. Terminal facilities would permanently displace 74 acres of land and 40 acres offshore within the La Quinta Channel for maneuvering area and a marine basin. Pipeline contraction would disturb 375.7 acres, including the construction rights-of-way for the pipeline, additional temporary workspace, a contractor and pipe yard, metering stations/interconnects, a pig launcher and receiver, and access roads. Operation of the new terminal and pipeline facility would require 274.7 acres. Displaced acreage would include 0.7 acres of prime farmland soils currently in industrial use for the terminal and 234.8 acres of such soils for pipeline construction, approximately 5.5 acres of wetland, tidal flats, and seagrass beds as well as shrubland and grassland habitat. Though the project would lie within an area, providing habitat for 22 federally protected species, none would be significantly affected by the terminal or pipeline. Essential fish habitat for three shellfish species and two finfish species could be affected. The two storage tanks used by the LNG terminal and aboveground pipeline facilities would mar visual aesthetic in the area. Ship traffic within the Corpus Christi Channel would increase somewhat, increasing the possibility of collisions within the bay. Cultural resource surveys for historic and archaeological sites have not been completed, but none have been found in the project impact area to this date. In the unlikely event of a severe accident or terrorist attach, significant levels of volatile gas could be released into the atmosphere in the vicinity of the terminal and/or pipeline corridor. 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.), and Natural Gas Act (15 U.S.C. 717 f(c)).
JF  - EPA number: 050080, 389 pages, February 24, 2005
PY  - 2005
VL  - 1
KW  - Energy
KW  - Agency number: FERC/EIS-177D
KW  - Bays
KW  - Coastal Zones
KW  - Dredging
KW  - Farm Management
KW  - Fisheries
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Harbors
KW  - Natural Gas
KW  - Pipelines
KW  - Safety
KW  - Shellfish
KW  - Storage
KW  - Terminal Facilities
KW  - Vegetation
KW  - Visual Resources
KW  - Waterways
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Corpus Christi Bay
KW  - Gulf of Mexico
KW  - Texas
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  - River and Harbor Act of 1899, Section 10 Permits
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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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: February 24, 2005
N1  - Last updated - 2011-12-16
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). [Part 1 of 1]
T2  - 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  - 36369958; 050308D-050075_0001
AB  - PURPOSE: Issuance of a Certificate of Public Convenience and Necessity is proposed to allow for the construction of a liquefied 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, It 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 Logal 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 shrub, and 1.7 acres of open land would be permanently affected at the terminal site, while the Logal 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 of 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 aesthetics 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)), and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.).
JF  - EPA number: 050075, 641 pages, February 18, 2005
PY  - 2005
VL  - 1
KW  - Energy
KW  - Agency number: FERC/EIS-0179D
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  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Federal Energy Regulatory Commission, Office of Energy, Washington, District of Columbia; FERC
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: February 18, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-94 REHABILITATION PROJECT, DETROIT, WAYNE COUNTY, MICHIGAN. [Part 1 of 4]
T2  - I-94 REHABILITATION PROJECT, DETROIT, WAYNE COUNTY, MICHIGAN.
AN  - 36371301; 050423F-050071_0001
AB  - PURPOSE: The rehabilitation of a 6.7-mile segment of Interstate 94 (I-94), also known as the Edsel Ford Freeway) in Detroit, Wayne County, Florida is proposed. The study corridor extends from just east of I-96 on the west to Conner Avenue on the east. For traffic analysis purposes, the study area extends from Wyoming Avenue in Detroit to I-696 in Macomb County. I-94 is a high-priority corridor on the Interstate Highway System, linking Ontario, Canada with southeast Michigan. The facility connects Michigan with the major metropolitan areas in Illinois, Wisconsin, Minnesota, North Dakota, and Montana. The study area is the most heavily traveled portion of I-94 within Michigan. Approximately 160,000 automobiles and 5,500 trucks travel the freeway daily between I-75 and I-96. Three alternatives, including a No-Build Alternative and an Enhanced No-Build Build Alternative, are considered in this final EIS. The Enhanced No-Build Alternative would involve reconstruction of the existing freeway and bridges, provision of limited improvements to shoulders and ramps, and construction of auxiliary, acceleration, and deceleration lanes. The proposed build alternative would consist of the addition of one lane in each direction, acceleration and deceleration lanes, and three-lane continuous service drives on both sides of the existing facility. The additional lanes, which would be general use lanes, would turn the six-lane freeway into an eight-lane freeway. The project would also include reconstruction of the existing roadway, bridges carrying the freeway across other facilities, and bridges carrying other facilities over the freeway. Interchanges with Michigan Route 10 and I-75 would be redesigned and reconstructed. All left-hand ramps would be removed and right-hand entrances and exits would be provided where appropriate. Reserved space would be provided in the median to accommodate future lane expansion or transit improvements. Estimated cost of the preferred alternative is $1.8 billion. POSITIVE IMPACTS: The proposed transportation improvements would preserve and enhance a vital component of Michigan's transportation infrastructure, an integral of the state's economy. Current and future safety, pavement condition, and bridge condition problems would be addressed. Separation of local and through traffic would enhance local traffic circulation. The continuous service drives would allow non-freeway traffic to travel from one end of the corridor to the other. NEGATIVE IMPACTS: Rights-of-way acquisition would result in the displacement of two apartments, 14 single-family residence, two duplexes, 12 commercial establishments three public facilities/maintenance yards, one garage, and one utility substation. A significant proportion of the displaced population in the project area have incomes below the federal poverty line and 90 percent are classified as minorities; a disproportionate number of persons affected by the project are minority group members. Noise levels in the vicinity of 21 of the 30 sites assessed nine areas along the corridor, including residential areas, would exceed federal standards, though some sites would be considered for noise control barriers. Contaminated materials would be encountered during construction at numerous sites along the corridor. The project would increase the extent of impervious surface within the corridor, thereby increasing runoff of pollutants to receiving surface waters. One historic district and three individual sites eligible for listing on the National Register of Historic places would be affected. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050071, Executive Summary--28 pages, Final EIS--201 pages and maps, February 17, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-MI-EIS-01-01-F
KW  - Air Quality Assessments
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Minorities
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Rapid Transit Systems
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Vegetation Surveys
KW  - Water Quality
KW  - Michigan
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Lansing, Michigan; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: February 17, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-94 REHABILITATION PROJECT, DETROIT, WAYNE COUNTY, MICHIGAN. [Part 4 of 4]
T2  - I-94 REHABILITATION PROJECT, DETROIT, WAYNE COUNTY, MICHIGAN.
AN  - 36370447; 050423F-050071_0004
AB  - PURPOSE: The rehabilitation of a 6.7-mile segment of Interstate 94 (I-94), also known as the Edsel Ford Freeway) in Detroit, Wayne County, Florida is proposed. The study corridor extends from just east of I-96 on the west to Conner Avenue on the east. For traffic analysis purposes, the study area extends from Wyoming Avenue in Detroit to I-696 in Macomb County. I-94 is a high-priority corridor on the Interstate Highway System, linking Ontario, Canada with southeast Michigan. The facility connects Michigan with the major metropolitan areas in Illinois, Wisconsin, Minnesota, North Dakota, and Montana. The study area is the most heavily traveled portion of I-94 within Michigan. Approximately 160,000 automobiles and 5,500 trucks travel the freeway daily between I-75 and I-96. Three alternatives, including a No-Build Alternative and an Enhanced No-Build Build Alternative, are considered in this final EIS. The Enhanced No-Build Alternative would involve reconstruction of the existing freeway and bridges, provision of limited improvements to shoulders and ramps, and construction of auxiliary, acceleration, and deceleration lanes. The proposed build alternative would consist of the addition of one lane in each direction, acceleration and deceleration lanes, and three-lane continuous service drives on both sides of the existing facility. The additional lanes, which would be general use lanes, would turn the six-lane freeway into an eight-lane freeway. The project would also include reconstruction of the existing roadway, bridges carrying the freeway across other facilities, and bridges carrying other facilities over the freeway. Interchanges with Michigan Route 10 and I-75 would be redesigned and reconstructed. All left-hand ramps would be removed and right-hand entrances and exits would be provided where appropriate. Reserved space would be provided in the median to accommodate future lane expansion or transit improvements. Estimated cost of the preferred alternative is $1.8 billion. POSITIVE IMPACTS: The proposed transportation improvements would preserve and enhance a vital component of Michigan's transportation infrastructure, an integral of the state's economy. Current and future safety, pavement condition, and bridge condition problems would be addressed. Separation of local and through traffic would enhance local traffic circulation. The continuous service drives would allow non-freeway traffic to travel from one end of the corridor to the other. NEGATIVE IMPACTS: Rights-of-way acquisition would result in the displacement of two apartments, 14 single-family residence, two duplexes, 12 commercial establishments three public facilities/maintenance yards, one garage, and one utility substation. A significant proportion of the displaced population in the project area have incomes below the federal poverty line and 90 percent are classified as minorities; a disproportionate number of persons affected by the project are minority group members. Noise levels in the vicinity of 21 of the 30 sites assessed nine areas along the corridor, including residential areas, would exceed federal standards, though some sites would be considered for noise control barriers. Contaminated materials would be encountered during construction at numerous sites along the corridor. The project would increase the extent of impervious surface within the corridor, thereby increasing runoff of pollutants to receiving surface waters. One historic district and three individual sites eligible for listing on the National Register of Historic places would be affected. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050071, Executive Summary--28 pages, Final EIS--201 pages and maps, February 17, 2005
PY  - 2005
VL  - 4
KW  - Roads and Railroads
KW  - Agency number: FHWA-MI-EIS-01-01-F
KW  - Air Quality Assessments
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Minorities
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Rapid Transit Systems
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Vegetation Surveys
KW  - Water Quality
KW  - Michigan
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Lansing, Michigan; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: February 17, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-94 REHABILITATION PROJECT, DETROIT, WAYNE COUNTY, MICHIGAN. [Part 2 of 4]
T2  - I-94 REHABILITATION PROJECT, DETROIT, WAYNE COUNTY, MICHIGAN.
AN  - 36368645; 050423F-050071_0002
AB  - PURPOSE: The rehabilitation of a 6.7-mile segment of Interstate 94 (I-94), also known as the Edsel Ford Freeway) in Detroit, Wayne County, Florida is proposed. The study corridor extends from just east of I-96 on the west to Conner Avenue on the east. For traffic analysis purposes, the study area extends from Wyoming Avenue in Detroit to I-696 in Macomb County. I-94 is a high-priority corridor on the Interstate Highway System, linking Ontario, Canada with southeast Michigan. The facility connects Michigan with the major metropolitan areas in Illinois, Wisconsin, Minnesota, North Dakota, and Montana. The study area is the most heavily traveled portion of I-94 within Michigan. Approximately 160,000 automobiles and 5,500 trucks travel the freeway daily between I-75 and I-96. Three alternatives, including a No-Build Alternative and an Enhanced No-Build Build Alternative, are considered in this final EIS. The Enhanced No-Build Alternative would involve reconstruction of the existing freeway and bridges, provision of limited improvements to shoulders and ramps, and construction of auxiliary, acceleration, and deceleration lanes. The proposed build alternative would consist of the addition of one lane in each direction, acceleration and deceleration lanes, and three-lane continuous service drives on both sides of the existing facility. The additional lanes, which would be general use lanes, would turn the six-lane freeway into an eight-lane freeway. The project would also include reconstruction of the existing roadway, bridges carrying the freeway across other facilities, and bridges carrying other facilities over the freeway. Interchanges with Michigan Route 10 and I-75 would be redesigned and reconstructed. All left-hand ramps would be removed and right-hand entrances and exits would be provided where appropriate. Reserved space would be provided in the median to accommodate future lane expansion or transit improvements. Estimated cost of the preferred alternative is $1.8 billion. POSITIVE IMPACTS: The proposed transportation improvements would preserve and enhance a vital component of Michigan's transportation infrastructure, an integral of the state's economy. Current and future safety, pavement condition, and bridge condition problems would be addressed. Separation of local and through traffic would enhance local traffic circulation. The continuous service drives would allow non-freeway traffic to travel from one end of the corridor to the other. NEGATIVE IMPACTS: Rights-of-way acquisition would result in the displacement of two apartments, 14 single-family residence, two duplexes, 12 commercial establishments three public facilities/maintenance yards, one garage, and one utility substation. A significant proportion of the displaced population in the project area have incomes below the federal poverty line and 90 percent are classified as minorities; a disproportionate number of persons affected by the project are minority group members. Noise levels in the vicinity of 21 of the 30 sites assessed nine areas along the corridor, including residential areas, would exceed federal standards, though some sites would be considered for noise control barriers. Contaminated materials would be encountered during construction at numerous sites along the corridor. The project would increase the extent of impervious surface within the corridor, thereby increasing runoff of pollutants to receiving surface waters. One historic district and three individual sites eligible for listing on the National Register of Historic places would be affected. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050071, Executive Summary--28 pages, Final EIS--201 pages and maps, February 17, 2005
PY  - 2005
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-MI-EIS-01-01-F
KW  - Air Quality Assessments
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Minorities
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Rapid Transit Systems
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Vegetation Surveys
KW  - Water Quality
KW  - Michigan
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Lansing, Michigan; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: February 17, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - KANSAS LANE CONNECTOR, MONROE, LOUISIANA. [Part 1 of 1]
T2  - KANSAS LANE CONNECTOR, MONROE, LOUISIANA.
AN  - 36368600; 050422F-050070_0001
AB  - PURPOSE: The construction of a partially controlled access roadway between the intersection of US 80 (Desiard Street) and existing Kansas Lane to the south and the intersection of US 165 and the Forsythe Avenue Extension to the north in the city of Monroe and Ouachita Parish, Louisiana is proposed. The facility, to be known as the Kansas Lane Connector, would extend 2.5 miles through the northeastern Louisiana parish. The 2.96-square-mile project study area includes residential areas, a large undeveloped area, the University of Louisiana at Monroe campus, and a portion of Bayou Desiard. The region is characterized by an increasing travel demand. Five build alignment alternatives and a No-Build Alternative are considered in this final supplemental EIS. The build alternatives range in length from 2.45 miles to 2.61 miles. The preferred alternative (Northern Alternative) would extend 2.61 miles. Estimated cost of the Northern Alternative is $16.4 million, including $2.5 million for rights-of-way acquisition. POSITIVE IMPACTS: The connector would provide a roadway that would reduce traffic congestion along existing US 80 and US 165, thereby improving area-wide mobility and safety. The facility would offer a much more direct route between northern residential and commercial office areas, eastern residential areas, and the southern retail, commercial, and industrial areas of Monroe. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 8 residences and 24 other residences. Some low-income and minority residents would be affected, particularly in the Ingleside neighborhood; however, the number impacted would not be disproportionate to the total number of residents impacted. The project would also displace 15.2 acres of wetlands, 32.4 acres of woodland, and 6.2 acres of grassland, and the alignment would traverse 28.3 acres of 100-year floodplain land, two acres of Bayou Desiard, the Sparta Aquifer, and at least three hazardous waste sites. Approximately 17.4 acres of jurisdictional waters of the U.S. would be affected. The project would impact of potential habitat for Louisiana black bear, a federally protected species. Traffic-generated noise levels would exceed federal standards in the vicinity of 15 receptive receptor sites by 2030. One railroad crossing and three transmission line crossings would be required, as would three gas lines, two to three gas wells, three sewer lines, Traffic-generated noise levels would exceed federal standards in the vicinity of 17 to 21 sensitive receptors. 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 04-0104D, Volume 28, Number 1.
JF  - EPA number: 050070, 387 pages and maps, February 17, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-LSX-EIS-03-01-F
KW  - Bridges
KW  - Endangered Species (Animals)
KW  - Floodplains
KW  - Forests
KW  - Hazardous Wastes
KW  - Highways
KW  - Natural Gas
KW  - Noise Standards Violations
KW  - Railroads
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Transmission Lines
KW  - Transportation
KW  - Vegetation
KW  - Wells
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Louisiana
KW  - Federal Water Pollution Control Act of 1972, Section 401 Permits
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: February 17, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-94 REHABILITATION PROJECT, DETROIT, WAYNE COUNTY, MICHIGAN. [Part 3 of 4]
T2  - I-94 REHABILITATION PROJECT, DETROIT, WAYNE COUNTY, MICHIGAN.
AN  - 36367487; 050423F-050071_0003
AB  - PURPOSE: The rehabilitation of a 6.7-mile segment of Interstate 94 (I-94), also known as the Edsel Ford Freeway) in Detroit, Wayne County, Florida is proposed. The study corridor extends from just east of I-96 on the west to Conner Avenue on the east. For traffic analysis purposes, the study area extends from Wyoming Avenue in Detroit to I-696 in Macomb County. I-94 is a high-priority corridor on the Interstate Highway System, linking Ontario, Canada with southeast Michigan. The facility connects Michigan with the major metropolitan areas in Illinois, Wisconsin, Minnesota, North Dakota, and Montana. The study area is the most heavily traveled portion of I-94 within Michigan. Approximately 160,000 automobiles and 5,500 trucks travel the freeway daily between I-75 and I-96. Three alternatives, including a No-Build Alternative and an Enhanced No-Build Build Alternative, are considered in this final EIS. The Enhanced No-Build Alternative would involve reconstruction of the existing freeway and bridges, provision of limited improvements to shoulders and ramps, and construction of auxiliary, acceleration, and deceleration lanes. The proposed build alternative would consist of the addition of one lane in each direction, acceleration and deceleration lanes, and three-lane continuous service drives on both sides of the existing facility. The additional lanes, which would be general use lanes, would turn the six-lane freeway into an eight-lane freeway. The project would also include reconstruction of the existing roadway, bridges carrying the freeway across other facilities, and bridges carrying other facilities over the freeway. Interchanges with Michigan Route 10 and I-75 would be redesigned and reconstructed. All left-hand ramps would be removed and right-hand entrances and exits would be provided where appropriate. Reserved space would be provided in the median to accommodate future lane expansion or transit improvements. Estimated cost of the preferred alternative is $1.8 billion. POSITIVE IMPACTS: The proposed transportation improvements would preserve and enhance a vital component of Michigan's transportation infrastructure, an integral of the state's economy. Current and future safety, pavement condition, and bridge condition problems would be addressed. Separation of local and through traffic would enhance local traffic circulation. The continuous service drives would allow non-freeway traffic to travel from one end of the corridor to the other. NEGATIVE IMPACTS: Rights-of-way acquisition would result in the displacement of two apartments, 14 single-family residence, two duplexes, 12 commercial establishments three public facilities/maintenance yards, one garage, and one utility substation. A significant proportion of the displaced population in the project area have incomes below the federal poverty line and 90 percent are classified as minorities; a disproportionate number of persons affected by the project are minority group members. Noise levels in the vicinity of 21 of the 30 sites assessed nine areas along the corridor, including residential areas, would exceed federal standards, though some sites would be considered for noise control barriers. Contaminated materials would be encountered during construction at numerous sites along the corridor. The project would increase the extent of impervious surface within the corridor, thereby increasing runoff of pollutants to receiving surface waters. One historic district and three individual sites eligible for listing on the National Register of Historic places would be affected. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050071, Executive Summary--28 pages, Final EIS--201 pages and maps, February 17, 2005
PY  - 2005
VL  - 3
KW  - Roads and Railroads
KW  - Agency number: FHWA-MI-EIS-01-01-F
KW  - Air Quality Assessments
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Minorities
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Rapid Transit Systems
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Vegetation Surveys
KW  - Water Quality
KW  - Michigan
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Lansing, Michigan; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: February 17, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-94 REHABILITATION PROJECT, DETROIT, WAYNE COUNTY, MICHIGAN.
AN  - 16349421; 11409
AB  - PURPOSE: The rehabilitation of a 6.7-mile segment of Interstate 94 (I-94), also known as the Edsel Ford Freeway) in Detroit, Wayne County, Florida is proposed. The study corridor extends from just east of I-96 on the west to Conner Avenue on the east. For traffic analysis purposes, the study area extends from Wyoming Avenue in Detroit to I-696 in Macomb County. I-94 is a high-priority corridor on the Interstate Highway System, linking Ontario, Canada with southeast Michigan. The facility connects Michigan with the major metropolitan areas in Illinois, Wisconsin, Minnesota, North Dakota, and Montana. The study area is the most heavily traveled portion of I-94 within Michigan. Approximately 160,000 automobiles and 5,500 trucks travel the freeway daily between I-75 and I-96. Three alternatives, including a No-Build Alternative and an Enhanced No-Build Build Alternative, are considered in this final EIS. The Enhanced No-Build Alternative would involve reconstruction of the existing freeway and bridges, provision of limited improvements to shoulders and ramps, and construction of auxiliary, acceleration, and deceleration lanes. The proposed build alternative would consist of the addition of one lane in each direction, acceleration and deceleration lanes, and three-lane continuous service drives on both sides of the existing facility. The additional lanes, which would be general use lanes, would turn the six-lane freeway into an eight-lane freeway. The project would also include reconstruction of the existing roadway, bridges carrying the freeway across other facilities, and bridges carrying other facilities over the freeway. Interchanges with Michigan Route 10 and I-75 would be redesigned and reconstructed. All left-hand ramps would be removed and right-hand entrances and exits would be provided where appropriate. Reserved space would be provided in the median to accommodate future lane expansion or transit improvements. Estimated cost of the preferred alternative is $1.8 billion. POSITIVE IMPACTS: The proposed transportation improvements would preserve and enhance a vital component of Michigan's transportation infrastructure, an integral of the state's economy. Current and future safety, pavement condition, and bridge condition problems would be addressed. Separation of local and through traffic would enhance local traffic circulation. The continuous service drives would allow non-freeway traffic to travel from one end of the corridor to the other. NEGATIVE IMPACTS: Rights-of-way acquisition would result in the displacement of two apartments, 14 single-family residence, two duplexes, 12 commercial establishments three public facilities/maintenance yards, one garage, and one utility substation. A significant proportion of the displaced population in the project area have incomes below the federal poverty line and 90 percent are classified as minorities; a disproportionate number of persons affected by the project are minority group members. Noise levels in the vicinity of 21 of the 30 sites assessed nine areas along the corridor, including residential areas, would exceed federal standards, though some sites would be considered for noise control barriers. Contaminated materials would be encountered during construction at numerous sites along the corridor. The project would increase the extent of impervious surface within the corridor, thereby increasing runoff of pollutants to receiving surface waters. One historic district and three individual sites eligible for listing on the National Register of Historic places would be affected. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050071, Executive Summary--28 pages, Final EIS--201 pages and maps, February 17, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-MI-EIS-01-01-F
KW  - Air Quality Assessments
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Minorities
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Rapid Transit Systems
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Traffic Analyses
KW  - Vegetation Surveys
KW  - Water Quality
KW  - Michigan
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Lansing, Michigan; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: February 17, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - KANSAS LANE CONNECTOR, MONROE, LOUISIANA.
AN  - 16347193; 11408
AB  - PURPOSE: The construction of a partially controlled access roadway between the intersection of US 80 (Desiard Street) and existing Kansas Lane to the south and the intersection of US 165 and the Forsythe Avenue Extension to the north in the city of Monroe and Ouachita Parish, Louisiana is proposed. The facility, to be known as the Kansas Lane Connector, would extend 2.5 miles through the northeastern Louisiana parish. The 2.96-square-mile project study area includes residential areas, a large undeveloped area, the University of Louisiana at Monroe campus, and a portion of Bayou Desiard. The region is characterized by an increasing travel demand. Five build alignment alternatives and a No-Build Alternative are considered in this final supplemental EIS. The build alternatives range in length from 2.45 miles to 2.61 miles. The preferred alternative (Northern Alternative) would extend 2.61 miles. Estimated cost of the Northern Alternative is $16.4 million, including $2.5 million for rights-of-way acquisition. POSITIVE IMPACTS: The connector would provide a roadway that would reduce traffic congestion along existing US 80 and US 165, thereby improving area-wide mobility and safety. The facility would offer a much more direct route between northern residential and commercial office areas, eastern residential areas, and the southern retail, commercial, and industrial areas of Monroe. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 8 residences and 24 other residences. Some low-income and minority residents would be affected, particularly in the Ingleside neighborhood; however, the number impacted would not be disproportionate to the total number of residents impacted. The project would also displace 15.2 acres of wetlands, 32.4 acres of woodland, and 6.2 acres of grassland, and the alignment would traverse 28.3 acres of 100-year floodplain land, two acres of Bayou Desiard, the Sparta Aquifer, and at least three hazardous waste sites. Approximately 17.4 acres of jurisdictional waters of the U.S. would be affected. The project would impact of potential habitat for Louisiana black bear, a federally protected species. Traffic-generated noise levels would exceed federal standards in the vicinity of 15 receptive receptor sites by 2030. One railroad crossing and three transmission line crossings would be required, as would three gas lines, two to three gas wells, three sewer lines, Traffic-generated noise levels would exceed federal standards in the vicinity of 17 to 21 sensitive receptors. 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 04-0104D, Volume 28, Number 1.
JF  - EPA number: 050070, 387 pages and maps, February 17, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-LSX-EIS-03-01-F
KW  - Bridges
KW  - Endangered Species (Animals)
KW  - Floodplains
KW  - Forests
KW  - Hazardous Wastes
KW  - Highways
KW  - Natural Gas
KW  - Noise Standards Violations
KW  - Railroads
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Transmission Lines
KW  - Transportation
KW  - Vegetation
KW  - Wells
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Louisiana
KW  - Federal Water Pollution Control Act of 1972, Section 401 Permits
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: February 17, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA.
AN  - 36435230; 11410
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 light rail transit (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 Sante Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this draft EIS considers a No Action Alternative and construction of a new viaduct. 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).
JF  - EPA number: 050072, 785 pages, February 16, 2005
PY  - 2005
KW  - Urban and Social Programs
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  - Relocations-Property Acquisitions
KW  - Roads
KW  - Safety
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
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-02-16&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 - Draft. Preparation date: February 16, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA. [Part 1 of 1]
T2  - FIRST STREET VIADUCT AND STREET WIDENING PROJECT, LOS ANGELES, CALIFORNIA.
AN  - 36367515; 050431D-050072_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 light rail transit (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 Sante Fe Avenue and Myers Street under crossings. In addition to the reconstruction alternative described above, this draft EIS considers a No Action Alternative and construction of a new viaduct. 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).
JF  - EPA number: 050072, 785 pages, February 16, 2005
PY  - 2005
VL  - 1
KW  - Urban and Social Programs
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  - Relocations-Property Acquisitions
KW  - Roads
KW  - Safety
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
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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 - Draft. Preparation date: February 16, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PACIFIC WAY--DOOLEY BRIDGE, OREGON COAST HIGHWAY, CLATSOP COUNTY, OREGON. [Part 1 of 1]
T2  - PACIFIC WAY--DOOLEY BRIDGE, OREGON COAST HIGHWAY, CLATSOP COUNTY, OREGON.
AN  - 36371371; 050421F-050067_0001
AB  - PURPOSE: The upgrading of an approximately four-mile-long, two-lane section of US 101, the Oregon Coast Highway, from Pacific Way in the city of Gearhart to the Dooley Bridge in the city of Seaside, located in Clatsop County, Oregon, is proposed. The two-lane roadway would be replaced with a roadway providing two 12-foot travel lanes in each direction, bicycle lanes, and sidewalks. One build alternative and a No-Build Alternative are being considered in this draft EIS for most of the project length. Under the build alternative, median breaks would be located at Pacific Way, a point 1,000 feet south of Pacific Way, Oster Road and G Street, Airport Road, Seaside Airport access, and Lewis and Clark Road. A traffic signal would be located at Pacific Way. Three options for the design and location of the intersection with Lewis and Clark Road are under consideration. Four alternatives were considered at the south end of the project, a commercially developed area located between Avenue M and Dooley Bridge: a parkway with a restricted median 12 feet across; a five-lane configuration; a couplet (two one-way streets of two lanes each); and a new alignment along an abandoned railroad right of way. The two-lane couplet has been selected as the preferred alternative. The project would include two bridge replacements, a culvert extension, a major intersection reconfiguration, new storm water treatment swales and dry detention ponds, and a new signalized intersection. POSITIVE IMPACTS: The proposed project would reduce traffic congestion, correct highway safety deficiencies, provide adequate capacity for projected demand, and foster economic growth of the north coast region. NEGATIVE IMPACTS: Rights-of-way requirements, including 30 acres of land acquired in fee and 10 acre of easements, would result in the displacement of up to 64 residences, 18 businesses, 1.95 acres of wetlands, 11 acres of natural vegetation, and 32 acres of disturbed vegetation. Five feet of frontage would be lost, a utility easement required, and one driveway displaced at the historically significant Badger House. A bridge to be demolished and replaced is eligible for listing in the National Register of Historic Places. From 20 to 50 parking spaces on private land and 20 spaces on public land would be lost. Numerous 37 properties adjacent to or within the proposed alignment are contaminated with hazardous wastes. A total of 104 residences and 82 commercial properties would be adversely affected by highway noise following construction; sound barriers are recommended along some portions of the highway. 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). PRIOR REFERENCES: For the abstract of the draft EIS, see 96-0057D, Volume 20, Number 1.
JF  - EPA number: 050067, 271 pages and maps, February 15, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Archaeological Sites Surveys
KW  - Bridges
KW  - Demolition
KW  - Easements
KW  - Farmlands
KW  - Hazardous Wastes
KW  - Highway Structures
KW  - Highways
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Parking
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Wetlands
KW  - Oregon
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: February 15, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PACIFIC WAY--DOOLEY BRIDGE, OREGON COAST HIGHWAY, CLATSOP COUNTY, OREGON.
AN  - 16359812; 11405
AB  - PURPOSE: The upgrading of an approximately four-mile-long, two-lane section of US 101, the Oregon Coast Highway, from Pacific Way in the city of Gearhart to the Dooley Bridge in the city of Seaside, located in Clatsop County, Oregon, is proposed. The two-lane roadway would be replaced with a roadway providing two 12-foot travel lanes in each direction, bicycle lanes, and sidewalks. One build alternative and a No-Build Alternative are being considered in this draft EIS for most of the project length. Under the build alternative, median breaks would be located at Pacific Way, a point 1,000 feet south of Pacific Way, Oster Road and G Street, Airport Road, Seaside Airport access, and Lewis and Clark Road. A traffic signal would be located at Pacific Way. Three options for the design and location of the intersection with Lewis and Clark Road are under consideration. Four alternatives were considered at the south end of the project, a commercially developed area located between Avenue M and Dooley Bridge: a parkway with a restricted median 12 feet across; a five-lane configuration; a couplet (two one-way streets of two lanes each); and a new alignment along an abandoned railroad right of way. The two-lane couplet has been selected as the preferred alternative. The project would include two bridge replacements, a culvert extension, a major intersection reconfiguration, new storm water treatment swales and dry detention ponds, and a new signalized intersection. POSITIVE IMPACTS: The proposed project would reduce traffic congestion, correct highway safety deficiencies, provide adequate capacity for projected demand, and foster economic growth of the north coast region. NEGATIVE IMPACTS: Rights-of-way requirements, including 30 acres of land acquired in fee and 10 acre of easements, would result in the displacement of up to 64 residences, 18 businesses, 1.95 acres of wetlands, 11 acres of natural vegetation, and 32 acres of disturbed vegetation. Five feet of frontage would be lost, a utility easement required, and one driveway displaced at the historically significant Badger House. A bridge to be demolished and replaced is eligible for listing in the National Register of Historic Places. From 20 to 50 parking spaces on private land and 20 spaces on public land would be lost. Numerous 37 properties adjacent to or within the proposed alignment are contaminated with hazardous wastes. A total of 104 residences and 82 commercial properties would be adversely affected by highway noise following construction; sound barriers are recommended along some portions of the highway. 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). PRIOR REFERENCES: For the abstract of the draft EIS, see 96-0057D, Volume 20, Number 1.
JF  - EPA number: 050067, 271 pages and maps, February 15, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Archaeological Sites Surveys
KW  - Bridges
KW  - Demolition
KW  - Easements
KW  - Farmlands
KW  - Hazardous Wastes
KW  - Highway Structures
KW  - Highways
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Parking
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Wetlands
KW  - Oregon
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Salem, Oregon; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: February 15, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. [Part 5 of 5]
T2  - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS.
AN  - 36372312; 050282D-050066_0005
AB  - PURPOSE: The improvement of the New Bedford Regional Airport of New Bedford, Massachusetts is proposed. An analysis of airports in southeastern Massachusetts demonstrated that this airport constitutes the only airport within the region that can meet all forms of regional aviation demand served in the area. The facility's current users require improvement to the airport, in particularly a longer runway. As it stands, the airport will not meet future demand due to the inadequate runway length, insufficient passenger and corporate jet facilities, and a general lack of support facilities. Three alternatives, including a No Action Alternative are considered in this draft EIS. The Runway Safety Standard Alternative would provide safety improvements by reconstructing two of the airport's four runway safety areas to meet federal standards. The Airport Improvement Alternative, which is the preferred alternative, would enhance capacity at the facility by extending Runway 5-23 by 1,700 feet to a length of 6,700 feet and by constructing an air cargo area. Additional terminal, hangar, and parking capacity would be created as well. The preferred alternative would also provide safety improvements through reconstruction of the runway safety areas to meet federal standards. Both action alternatives would include relocating a portion of New Plainville Road north of Runway 5-23,closing the Downey Street access, and closing a portion of Old Plainville Road. POSITIVE IMPACTS: The project would enhance aviation capacity at the airport, accommodating the long-term demand for passenger air travel, corporate jet traffic, air cargo, and general aviation traffic in the southeastern section of the state. NEGATIVE IMPACTS: Aircraft noise levels within the noise contour surrounding the airport and immediate near-ground flight path would exceed federal standards at several sensitive receptor sites. This and other land use incompatibility problems would affect residents living past the west of the end of Runway 23 in 2001 and 2021. Wetland and non-wetland biotic communities, including habitat that supports state-listed rare species, would be displaced due to facility construction. Road relocation and closure would hamper access to some neighborhoods in the area. The project would displace 2.08 acres in the Acushnet Cedar Swamp State Reservation and require easements over 3.77 acres of public land in Dartmouth. Fill would be placed in a 100-year floodplain, and impervious surface in the area would increase by 43 acres, increasing storm water runoff and thereby increasing peak flow in and the delivery of contaminants to receiving surface flows. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.).
JF  - EPA number: 050066, 513 pages and maps, February 14, 2005
PY  - 2005
VL  - 5
KW  - Air Transportation
KW  - Air Quality
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Surveys
KW  - Easements
KW  - Cultural Resources Surveys
KW  - Endangered Species (Animals)
KW  - Floodplains
KW  - Health Hazard Analyses
KW  - Hydrologic Assessments
KW  - Land Use
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Preserves
KW  - Recreation Resources
KW  - Safety
KW  - Terminal Facilities
KW  - Transportation Surveys
KW  - Water Quality Assessments
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Surveys
KW  - Massachusetts
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: February 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. [Part 4 of 5]
T2  - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS.
AN  - 36371078; 050282D-050066_0004
AB  - PURPOSE: The improvement of the New Bedford Regional Airport of New Bedford, Massachusetts is proposed. An analysis of airports in southeastern Massachusetts demonstrated that this airport constitutes the only airport within the region that can meet all forms of regional aviation demand served in the area. The facility's current users require improvement to the airport, in particularly a longer runway. As it stands, the airport will not meet future demand due to the inadequate runway length, insufficient passenger and corporate jet facilities, and a general lack of support facilities. Three alternatives, including a No Action Alternative are considered in this draft EIS. The Runway Safety Standard Alternative would provide safety improvements by reconstructing two of the airport's four runway safety areas to meet federal standards. The Airport Improvement Alternative, which is the preferred alternative, would enhance capacity at the facility by extending Runway 5-23 by 1,700 feet to a length of 6,700 feet and by constructing an air cargo area. Additional terminal, hangar, and parking capacity would be created as well. The preferred alternative would also provide safety improvements through reconstruction of the runway safety areas to meet federal standards. Both action alternatives would include relocating a portion of New Plainville Road north of Runway 5-23,closing the Downey Street access, and closing a portion of Old Plainville Road. POSITIVE IMPACTS: The project would enhance aviation capacity at the airport, accommodating the long-term demand for passenger air travel, corporate jet traffic, air cargo, and general aviation traffic in the southeastern section of the state. NEGATIVE IMPACTS: Aircraft noise levels within the noise contour surrounding the airport and immediate near-ground flight path would exceed federal standards at several sensitive receptor sites. This and other land use incompatibility problems would affect residents living past the west of the end of Runway 23 in 2001 and 2021. Wetland and non-wetland biotic communities, including habitat that supports state-listed rare species, would be displaced due to facility construction. Road relocation and closure would hamper access to some neighborhoods in the area. The project would displace 2.08 acres in the Acushnet Cedar Swamp State Reservation and require easements over 3.77 acres of public land in Dartmouth. Fill would be placed in a 100-year floodplain, and impervious surface in the area would increase by 43 acres, increasing storm water runoff and thereby increasing peak flow in and the delivery of contaminants to receiving surface flows. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.).
JF  - EPA number: 050066, 513 pages and maps, February 14, 2005
PY  - 2005
VL  - 4
KW  - Air Transportation
KW  - Air Quality
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Surveys
KW  - Easements
KW  - Cultural Resources Surveys
KW  - Endangered Species (Animals)
KW  - Floodplains
KW  - Health Hazard Analyses
KW  - Hydrologic Assessments
KW  - Land Use
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Preserves
KW  - Recreation Resources
KW  - Safety
KW  - Terminal Facilities
KW  - Transportation Surveys
KW  - Water Quality Assessments
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Surveys
KW  - Massachusetts
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: February 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. [Part 2 of 5]
T2  - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS.
AN  - 36370190; 050282D-050066_0002
AB  - PURPOSE: The improvement of the New Bedford Regional Airport of New Bedford, Massachusetts is proposed. An analysis of airports in southeastern Massachusetts demonstrated that this airport constitutes the only airport within the region that can meet all forms of regional aviation demand served in the area. The facility's current users require improvement to the airport, in particularly a longer runway. As it stands, the airport will not meet future demand due to the inadequate runway length, insufficient passenger and corporate jet facilities, and a general lack of support facilities. Three alternatives, including a No Action Alternative are considered in this draft EIS. The Runway Safety Standard Alternative would provide safety improvements by reconstructing two of the airport's four runway safety areas to meet federal standards. The Airport Improvement Alternative, which is the preferred alternative, would enhance capacity at the facility by extending Runway 5-23 by 1,700 feet to a length of 6,700 feet and by constructing an air cargo area. Additional terminal, hangar, and parking capacity would be created as well. The preferred alternative would also provide safety improvements through reconstruction of the runway safety areas to meet federal standards. Both action alternatives would include relocating a portion of New Plainville Road north of Runway 5-23,closing the Downey Street access, and closing a portion of Old Plainville Road. POSITIVE IMPACTS: The project would enhance aviation capacity at the airport, accommodating the long-term demand for passenger air travel, corporate jet traffic, air cargo, and general aviation traffic in the southeastern section of the state. NEGATIVE IMPACTS: Aircraft noise levels within the noise contour surrounding the airport and immediate near-ground flight path would exceed federal standards at several sensitive receptor sites. This and other land use incompatibility problems would affect residents living past the west of the end of Runway 23 in 2001 and 2021. Wetland and non-wetland biotic communities, including habitat that supports state-listed rare species, would be displaced due to facility construction. Road relocation and closure would hamper access to some neighborhoods in the area. The project would displace 2.08 acres in the Acushnet Cedar Swamp State Reservation and require easements over 3.77 acres of public land in Dartmouth. Fill would be placed in a 100-year floodplain, and impervious surface in the area would increase by 43 acres, increasing storm water runoff and thereby increasing peak flow in and the delivery of contaminants to receiving surface flows. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.).
JF  - EPA number: 050066, 513 pages and maps, February 14, 2005
PY  - 2005
VL  - 2
KW  - Air Transportation
KW  - Air Quality
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Surveys
KW  - Easements
KW  - Cultural Resources Surveys
KW  - Endangered Species (Animals)
KW  - Floodplains
KW  - Health Hazard Analyses
KW  - Hydrologic Assessments
KW  - Land Use
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Preserves
KW  - Recreation Resources
KW  - Safety
KW  - Terminal Facilities
KW  - Transportation Surveys
KW  - Water Quality Assessments
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Surveys
KW  - Massachusetts
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: February 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. [Part 3 of 5]
T2  - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS.
AN  - 36369274; 050282D-050066_0003
AB  - PURPOSE: The improvement of the New Bedford Regional Airport of New Bedford, Massachusetts is proposed. An analysis of airports in southeastern Massachusetts demonstrated that this airport constitutes the only airport within the region that can meet all forms of regional aviation demand served in the area. The facility's current users require improvement to the airport, in particularly a longer runway. As it stands, the airport will not meet future demand due to the inadequate runway length, insufficient passenger and corporate jet facilities, and a general lack of support facilities. Three alternatives, including a No Action Alternative are considered in this draft EIS. The Runway Safety Standard Alternative would provide safety improvements by reconstructing two of the airport's four runway safety areas to meet federal standards. The Airport Improvement Alternative, which is the preferred alternative, would enhance capacity at the facility by extending Runway 5-23 by 1,700 feet to a length of 6,700 feet and by constructing an air cargo area. Additional terminal, hangar, and parking capacity would be created as well. The preferred alternative would also provide safety improvements through reconstruction of the runway safety areas to meet federal standards. Both action alternatives would include relocating a portion of New Plainville Road north of Runway 5-23,closing the Downey Street access, and closing a portion of Old Plainville Road. POSITIVE IMPACTS: The project would enhance aviation capacity at the airport, accommodating the long-term demand for passenger air travel, corporate jet traffic, air cargo, and general aviation traffic in the southeastern section of the state. NEGATIVE IMPACTS: Aircraft noise levels within the noise contour surrounding the airport and immediate near-ground flight path would exceed federal standards at several sensitive receptor sites. This and other land use incompatibility problems would affect residents living past the west of the end of Runway 23 in 2001 and 2021. Wetland and non-wetland biotic communities, including habitat that supports state-listed rare species, would be displaced due to facility construction. Road relocation and closure would hamper access to some neighborhoods in the area. The project would displace 2.08 acres in the Acushnet Cedar Swamp State Reservation and require easements over 3.77 acres of public land in Dartmouth. Fill would be placed in a 100-year floodplain, and impervious surface in the area would increase by 43 acres, increasing storm water runoff and thereby increasing peak flow in and the delivery of contaminants to receiving surface flows. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.).
JF  - EPA number: 050066, 513 pages and maps, February 14, 2005
PY  - 2005
VL  - 3
KW  - Air Transportation
KW  - Air Quality
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Surveys
KW  - Easements
KW  - Cultural Resources Surveys
KW  - Endangered Species (Animals)
KW  - Floodplains
KW  - Health Hazard Analyses
KW  - Hydrologic Assessments
KW  - Land Use
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Preserves
KW  - Recreation Resources
KW  - Safety
KW  - Terminal Facilities
KW  - Transportation Surveys
KW  - Water Quality Assessments
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Surveys
KW  - Massachusetts
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: February 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS. [Part 1 of 5]
T2  - NEW BEDFORD AIRPORT IMPROVEMENTS PROJECT, NEW BEDFORD, MASSACHUSETTS.
AN  - 36367649; 050282D-050066_0001
AB  - PURPOSE: The improvement of the New Bedford Regional Airport of New Bedford, Massachusetts is proposed. An analysis of airports in southeastern Massachusetts demonstrated that this airport constitutes the only airport within the region that can meet all forms of regional aviation demand served in the area. The facility's current users require improvement to the airport, in particularly a longer runway. As it stands, the airport will not meet future demand due to the inadequate runway length, insufficient passenger and corporate jet facilities, and a general lack of support facilities. Three alternatives, including a No Action Alternative are considered in this draft EIS. The Runway Safety Standard Alternative would provide safety improvements by reconstructing two of the airport's four runway safety areas to meet federal standards. The Airport Improvement Alternative, which is the preferred alternative, would enhance capacity at the facility by extending Runway 5-23 by 1,700 feet to a length of 6,700 feet and by constructing an air cargo area. Additional terminal, hangar, and parking capacity would be created as well. The preferred alternative would also provide safety improvements through reconstruction of the runway safety areas to meet federal standards. Both action alternatives would include relocating a portion of New Plainville Road north of Runway 5-23,closing the Downey Street access, and closing a portion of Old Plainville Road. POSITIVE IMPACTS: The project would enhance aviation capacity at the airport, accommodating the long-term demand for passenger air travel, corporate jet traffic, air cargo, and general aviation traffic in the southeastern section of the state. NEGATIVE IMPACTS: Aircraft noise levels within the noise contour surrounding the airport and immediate near-ground flight path would exceed federal standards at several sensitive receptor sites. This and other land use incompatibility problems would affect residents living past the west of the end of Runway 23 in 2001 and 2021. Wetland and non-wetland biotic communities, including habitat that supports state-listed rare species, would be displaced due to facility construction. Road relocation and closure would hamper access to some neighborhoods in the area. The project would displace 2.08 acres in the Acushnet Cedar Swamp State Reservation and require easements over 3.77 acres of public land in Dartmouth. Fill would be placed in a 100-year floodplain, and impervious surface in the area would increase by 43 acres, increasing storm water runoff and thereby increasing peak flow in and the delivery of contaminants to receiving surface flows. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.).
JF  - EPA number: 050066, 513 pages and maps, February 14, 2005
PY  - 2005
VL  - 1
KW  - Air Transportation
KW  - Air Quality
KW  - Aircraft Noise
KW  - Airports
KW  - Biologic Surveys
KW  - Easements
KW  - Cultural Resources Surveys
KW  - Endangered Species (Animals)
KW  - Floodplains
KW  - Health Hazard Analyses
KW  - Hydrologic Assessments
KW  - Land Use
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Preserves
KW  - Recreation Resources
KW  - Safety
KW  - Terminal Facilities
KW  - Transportation Surveys
KW  - Water Quality Assessments
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Surveys
KW  - Massachusetts
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Burlington, Massachusetts; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: February 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - MANASSAS NATIONAL BATTLEFIELD PARK BYPASS STUDY, PRINCE WILLIAM AND FAIRFAX COUNTIES, VIRGINIA.
AN  - 36423333; 11397
AB  - PURPOSE: Construction of a bypass of the Manassas National Battlefield Park in Prince William and Fairfax counties, Virginia is proposed. The park was established in 1940 to preserve the scene of two major Civil War battles, the first major engagement of the war and a larger battle resulting in greater casualties. The park is one of 31 Civil War cites in the National park System and is visited by 800,000 persons every year. Currently, the park experiences daily congestion within the center of area on both routes, as well as heavy volumes of cut-through commuter traffic traversing some of the most sensitive historic resources in the park. The conflict between park-related activities and non-park cut-through traffic on US 29 and VA 234 has resulted in several problems, including disturbance to historic resources, park interpretation conflicts, and serious threats to public safety. The bypass would extend from US 29 east of the park boundary and Virginia Route 234 (VA 234) south of the boundary to US 29 west of the boundary and VA 234 north of the boundary. US 29 and VA 234 within the park would be closed to traffic. Five build alternatives and a No Action Alternative are considered in detail in this draft EIS. The preferred alternative (Alternative D) would cross the park boundary and below the Field of Dreams and upgrade a portion of existing VA 234 northwest of the park. The 8.6-mile alignment would be co-located on the VA 234 Bypass North Extension. Estimated costs of rights-of-way and construction are %15.4 million and $306.8 million, respectively. POSITIVE IMPACTS: The availability of the bypass would remove through traffic from within the boundaries of the national park, enhancing historic preservation efforts and visitor experience and easing travel for through commuter and general purpose traffic. Better access to sites within the park would be provided, and road closures would add 76.2 acres to the park. The preferred alternative would be located partially within park boundaries in the northeast corner, minimizing impacts to residential areas such as Fairfax National Estates, Bull Run Overlook, and Sudley Mountain Estates. NEGATIVE IMPACTS: Rights-of-way requirements, totaling 190.6 acres, would result in the displacement of 13 homes, one business, and 57.1 acres of farmland. The facility would also displace seven acres of wetlands within the limited of disturbance boundaries, 5.3 acres of National Park Service wetlands, 2,606 linear feet of stream, and 30.8 acres of floodplain. Three public parks would be affected, and 20.5 acres of Fairfax County Park Authority land and 20.6 acres of parkland would be displaced, and 54 acres within an historic district would be altered. One major stream crossing would be necessary. Five archaeological sites, four historic sites, two historical rural historical landscapes, and 17 architecturally significant structures would be marred or lost. Several significant sites pertinent to the Civil War would be affected. Traffic-generated noise levels would exceed federal standards at 29 noise sensitive receptor sites. Construction workers would encounter five potential hazardous materials 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: 050059, 312 pages and maps, February 10, 2005
PY  - 2005
KW  - Parks, Refuges and Forests
KW  - Archaeological Sites
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - National Parks
KW  - Noise Standards Violations
KW  - Parks
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Streams
KW  - Visual Resources
KW  - Wetlands
KW  - Manassas Battlefield Park
KW  - Virginia
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Sterling, Virginia; DOI
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: February 10, 2005
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. [Part 1 of 2]
T2  - 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  - 36370374; 050307D-050053_0001
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. The offshore pipeline, extending approximately 27 miles and the onshore pipeline, extending 4.9 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 draft 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 seaflood 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)).
JF  - EPA number: 050053, Draft EIS--621 pages, CD-ROM, February 4, 2005
PY  - 2005
VL  - 1
KW  - Energy
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: February 4, 2005
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. [Part 2 of 2]
T2  - 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  - 36366443; 050307D-050053_0002
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. The offshore pipeline, extending approximately 27 miles and the onshore pipeline, extending 4.9 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 draft 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 seaflood 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)).
JF  - EPA number: 050053, Draft EIS--621 pages, CD-ROM, February 4, 2005
PY  - 2005
VL  - 2
KW  - Energy
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: February 4, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - AYD MILL ROAD FROM I-35E TO ST. ANTHONY AVENUE (I-94) (1.6 MILES), SAINT PAUL, RANSEY COUNTY, MINNESOTA. [Part 1 of 1]
T2  - AYD MILL ROAD FROM I-35E TO ST. ANTHONY AVENUE (I-94) (1.6 MILES), SAINT PAUL, RANSEY COUNTY, MINNESOTA.
AN  - 36368420; 050420F-050061_0001
AB  - PURPOSE: The improvement and extension of Ayd Mill Road in the southwestern portion of Saint Paul, Ramsey County, Minnesota is proposed. Ayd Mill Road is a 1.6-mile four-lane, divided road running from Jefferson (approximately 600 feet east of Lexington) near Interstate 35E (I-35E) on the southeast to Selby (approximately 300 feet east of Saratoga) on the northwest. Constructed in the 1960s, the roadway consists of two lanes in each direction, with a posted speed limit of 45 miles per hour. The facility is grade-separated, with ramped access at Jefferson and Shelby and a combination of half ramps and half at-grade intersections at St. Clair, Grand, and Hamline. The mainline tracks of the Canadian Pacific Railroad run parallel to the east side of Ayd Mill Road. Currently functioning as a minor arterial, the road is to be classified as a future principal arterial in the Metropolitan Council's Regional Transportation Plan if improvements consistent with the classification are made. Numerous problems affect the corridor, including those related to traffic volume, accidents, access to and from I-35E and I-94, local access, air and noise pollution, age and condition of the pavement, lack of park space and bicycle and pedestrian facilities, and concerns about storm water runoff. Six alternatives, including a No-Build Alternative (Alternative 1) are addressed in the draft EIS. This final EIS identifies and describes the preferred alternative (Alternative 5, also known as the Four-Lane Extension Alternative). Alternative 2 would implement a transportation system management/travel demand management scheme within the corridor. Alternative 3 would remove the existing road and replace it with a linear park. Alternative 4 would replace the existing roadway with a two-lane roadway, extend the north limit along the railroad spur alignment across I-94 to St. Anthony, and open the ramps at the south end to provide a direct connection to I-35E; access to I-94 would utilize St. Anthony and Concordia and existing entrance/exit ramps. Alternatives 5 and 6 would involve reconstruction of the existing roadway, extension of the north limit along the railroad spur alignment across I-94 to St. Anthony, and opening of the ramps at the south to provide a direct connection to I-35E. Under Alternative 5, access to I-94 would utilize St. Anthony and Concordia and existing entrance/exit ramps. Under Alternative 6, access to I-94 would utilize new bridge ramps constructed between Snelling and Ayd Mill Road. Cost of the preferred alternative is estimated at $4.0 million, and the benefit-cost ratio is estimated at 9.2. POSITIVE IMPACTS: All build alternatives, excepting Alternative 3, would enhance transportation within the corridor, particularly with respect to reduction in peak hour congestion. Alternative 3 would substantially increase parkland and associated recreational opportunities within the area, including provision of bicycle and pedestrian trails. NEGATIVE IMPACTS: Alternatives 4, 5, and 6 would result in displacement of four businesses and 70 to 90 employees. All alternatives, excepting Alternative 3, would result in noise levels in excess of federal standards for some receptors along the corridor. Alternatives 5 and 6 would increase the extent of impervious surface 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 99-0156D, Volume 23, Number 2.
JF  - EPA number: 050061, Final EIS--618 pages and maps, Draft EIS--208 pages, February 2, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-98-01-F
KW  - Cost Assessments
KW  - Highways
KW  - Highway Structures
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Parks
KW  - Recreation Resources
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Trails
KW  - Urban Development
KW  - Visual Resources Surveys
KW  - Minnesota
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Saint Paul, Minnesota; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: February 2, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - AYD MILL ROAD FROM I-35E TO ST. ANTHONY AVENUE (I-94) (1.6 MILES), SAINT PAUL, RANSEY COUNTY, MINNESOTA.
AN  - 16346654; 11399
AB  - PURPOSE: The improvement and extension of Ayd Mill Road in the southwestern portion of Saint Paul, Ramsey County, Minnesota is proposed. Ayd Mill Road is a 1.6-mile four-lane, divided road running from Jefferson (approximately 600 feet east of Lexington) near Interstate 35E (I-35E) on the southeast to Selby (approximately 300 feet east of Saratoga) on the northwest. Constructed in the 1960s, the roadway consists of two lanes in each direction, with a posted speed limit of 45 miles per hour. The facility is grade-separated, with ramped access at Jefferson and Shelby and a combination of half ramps and half at-grade intersections at St. Clair, Grand, and Hamline. The mainline tracks of the Canadian Pacific Railroad run parallel to the east side of Ayd Mill Road. Currently functioning as a minor arterial, the road is to be classified as a future principal arterial in the Metropolitan Council's Regional Transportation Plan if improvements consistent with the classification are made. Numerous problems affect the corridor, including those related to traffic volume, accidents, access to and from I-35E and I-94, local access, air and noise pollution, age and condition of the pavement, lack of park space and bicycle and pedestrian facilities, and concerns about storm water runoff. Six alternatives, including a No-Build Alternative (Alternative 1) are addressed in the draft EIS. This final EIS identifies and describes the preferred alternative (Alternative 5, also known as the Four-Lane Extension Alternative). Alternative 2 would implement a transportation system management/travel demand management scheme within the corridor. Alternative 3 would remove the existing road and replace it with a linear park. Alternative 4 would replace the existing roadway with a two-lane roadway, extend the north limit along the railroad spur alignment across I-94 to St. Anthony, and open the ramps at the south end to provide a direct connection to I-35E; access to I-94 would utilize St. Anthony and Concordia and existing entrance/exit ramps. Alternatives 5 and 6 would involve reconstruction of the existing roadway, extension of the north limit along the railroad spur alignment across I-94 to St. Anthony, and opening of the ramps at the south to provide a direct connection to I-35E. Under Alternative 5, access to I-94 would utilize St. Anthony and Concordia and existing entrance/exit ramps. Under Alternative 6, access to I-94 would utilize new bridge ramps constructed between Snelling and Ayd Mill Road. Cost of the preferred alternative is estimated at $4.0 million, and the benefit-cost ratio is estimated at 9.2. POSITIVE IMPACTS: All build alternatives, excepting Alternative 3, would enhance transportation within the corridor, particularly with respect to reduction in peak hour congestion. Alternative 3 would substantially increase parkland and associated recreational opportunities within the area, including provision of bicycle and pedestrian trails. NEGATIVE IMPACTS: Alternatives 4, 5, and 6 would result in displacement of four businesses and 70 to 90 employees. All alternatives, excepting Alternative 3, would result in noise levels in excess of federal standards for some receptors along the corridor. Alternatives 5 and 6 would increase the extent of impervious surface 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 99-0156D, Volume 23, Number 2.
JF  - EPA number: 050061, Final EIS--618 pages and maps, Draft EIS--208 pages, February 2, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-98-01-F
KW  - Cost Assessments
KW  - Highways
KW  - Highway Structures
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Parks
KW  - Recreation Resources
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Trails
KW  - Urban Development
KW  - Visual Resources Surveys
KW  - Minnesota
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Saint Paul, Minnesota; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: February 2, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - JOUR
T1  - Shallow faulting of the Tertiary and Quaternary on the southeastern margin of the Reelfoot Rift of western Tennessee
AN  - 51650343; 2006-002385
AB  - Previous mapping using Dow Seismic reflection data has shown faulted Precambrian through lower Tertiary strata along the southeastern margin of the Reelfoot Rift in northwestern Tennessee. In this study we interpreted over 1000 logs from 300 foot deep North American Coal Company wells, to map the shallow Tertiary and Quaternary section of western Tennessee. Maps were drawn on the tops of the Eocene age Memphis Sand, various markers in the Cockfield Formation, and on the base of the Quaternary. Northeast trending faults are mapped over a large area of western Tennessee. These faults appear to trend at a different, more northerly, orientation than the deeper Precambrian Reelfoot rift margin faults. Shallow faults appear to be both normal and reverse with throws locally exceeding 30 meters. Displacement appears to extend upward into the Quaternary indicating Quaternary movement on some of the faults. Microseismic activity is occurring on the basement faults along the southeastern margin of the Reelfoot rift in Tipton County. Continuity of the deep seismogenic faults with the near-surface Quaternary faults along this rift margin has broad implications for seismic hazard assessment in western Tennessee and the metropolitan area of Memphis in particular.
JF  - Abstracts with Programs - Geological Society of America
AU  - Martin, Richard V
AU  - Van Arsdale, Roy B
AU  - Anonymous
Y1  - 2005/02//
PY  - 2005
DA  - February 2005
SP  - 39
PB  - Geological Society of America (GSA), Boulder, CO
VL  - 37
IS  - 2
SN  - 0016-7592, 0016-7592
KW  - United States
KW  - Reelfoot Rift
KW  - geophysical surveys
KW  - well-logging
KW  - western Tennessee
KW  - reverse faults
KW  - displacements
KW  - Cenozoic
KW  - normal faults
KW  - Tennessee
KW  - Memphis Sand
KW  - faults
KW  - seismic profiles
KW  - Quaternary
KW  - Precambrian
KW  - Eocene
KW  - Tipton County Tennessee
KW  - geophysical methods
KW  - reflection methods
KW  - Paleogene
KW  - seismic methods
KW  - Tertiary
KW  - surveys
KW  - geophysical profiles
KW  - 16:Structural geology
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LA  - English
DB  - GeoRef
N1  - Conference title - Geological Society of America, Southeastern Section, 54th 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; displacements; Eocene; faults; geophysical methods; geophysical profiles; geophysical surveys; Memphis Sand; normal faults; Paleogene; Precambrian; Quaternary; Reelfoot Rift; reflection methods; reverse faults; seismic methods; seismic profiles; surveys; Tennessee; Tertiary; Tipton County Tennessee; United States; well-logging; western Tennessee
ER  - 



TY  - RPRT
T1  - TRINITY PARKWAY FROM IH-35E/SH-183 TO US-175/SH-310, DALLAS COUNTY, TEXAS.
AN  - 36445412; 11394
AB  - PURPOSE: Construction of the Trinity Parkway as a nine-mile-long limited-access toll facility from Interstate 183 (I-183) to US 175/State Highway (SH) 310 in Dallas, Dallas County, Texas is proposed. The study area roadways include I-30, I-35E, I-45, US 175, SH 183, SH 310, and numerous local arterial streets. These roadways are currently characterized by congestion and safety problems due to capacity and geometric deficiencies and increasing traffic volumes. In addition to a No-Build Alternative (Alternative 1), two main corridors and six build alternatives are considered in this draft EIS. The facility would consist of six, 12-foot mixed-flow main lanes, local street interchanges, and freeway-to-freeway interchanges at the north and South termini, Woodall Rogers Freeway and I-45. The posted speed limit would be 55 miles per hour. Toll collection facilities would consist of main lane plazas, ramp plazas, and ancillary facilities. The parkway would be constructed in stages, with fewer lands initially than the ultimate facility. Additional capacity would be added as traffic demand and conditions warranted. Construction of the project could be accomplished in sections, meaning that specific roadway segments could be completed and opened to traffic before the completion and opening of the entire facility. Estimated cost of the project ranges from $668 million to $1.3 billion, depending on the build alternative selected. POSITIVE IMPACTS: The parkway would provide a needed reliever route around the existing freeway loop encircling downtown Dallas. Local and through traffic would be separated, easing congestion in the downtown area and increasing travel times for through travelers and freight operators. Air quality in the study area would be improved, preventing the area from violating federal standards. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 to 281 commercial units and up to four community/public facilities and 205 acres of parks and other recreational lands. The facility would affect 39 to 442 acres of floodplain and displace up to 155 acres of wetlands and 121 acres of grassland, and seven acres of high-quality wildlife habitat. One historic district, one to five historically significant bridges, and up to four historic properties would be affected. Increases in impermeable surface and storm water runoff would increase levels of peak flows, contaminants, and sediment in corridor streams. Traffic-generated noise levels would exceed federal standards in the vicinity of 128 to 226 sensitive receptor sites. Construction workers would encounter 15 to 27 hazardous material sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050056, 421 pages and maps, February, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-TX-EIS-02-02-D
KW  - Air Quality
KW  - Bridges
KW  - Cultural Resources Assessments
KW  - Cost Assessments
KW  - Floodplains
KW  - Hazardous Materials
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  - Water Quality
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Texas
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: February, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - TRINITY PARKWAY FROM IH-35E/SH-183 TO US-175/SH-310, DALLAS COUNTY, TEXAS. [Part 1 of 1]
T2  - TRINITY PARKWAY FROM IH-35E/SH-183 TO US-175/SH-310, DALLAS COUNTY, TEXAS.
AN  - 36372046; 050419D-050056_0001
AB  - PURPOSE: Construction of the Trinity Parkway as a nine-mile-long limited-access toll facility from Interstate 183 (I-183) to US 175/State Highway (SH) 310 in Dallas, Dallas County, Texas is proposed. The study area roadways include I-30, I-35E, I-45, US 175, SH 183, SH 310, and numerous local arterial streets. These roadways are currently characterized by congestion and safety problems due to capacity and geometric deficiencies and increasing traffic volumes. In addition to a No-Build Alternative (Alternative 1), two main corridors and six build alternatives are considered in this draft EIS. The facility would consist of six, 12-foot mixed-flow main lanes, local street interchanges, and freeway-to-freeway interchanges at the north and South termini, Woodall Rogers Freeway and I-45. The posted speed limit would be 55 miles per hour. Toll collection facilities would consist of main lane plazas, ramp plazas, and ancillary facilities. The parkway would be constructed in stages, with fewer lands initially than the ultimate facility. Additional capacity would be added as traffic demand and conditions warranted. Construction of the project could be accomplished in sections, meaning that specific roadway segments could be completed and opened to traffic before the completion and opening of the entire facility. Estimated cost of the project ranges from $668 million to $1.3 billion, depending on the build alternative selected. POSITIVE IMPACTS: The parkway would provide a needed reliever route around the existing freeway loop encircling downtown Dallas. Local and through traffic would be separated, easing congestion in the downtown area and increasing travel times for through travelers and freight operators. Air quality in the study area would be improved, preventing the area from violating federal standards. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 to 281 commercial units and up to four community/public facilities and 205 acres of parks and other recreational lands. The facility would affect 39 to 442 acres of floodplain and displace up to 155 acres of wetlands and 121 acres of grassland, and seven acres of high-quality wildlife habitat. One historic district, one to five historically significant bridges, and up to four historic properties would be affected. Increases in impermeable surface and storm water runoff would increase levels of peak flows, contaminants, and sediment in corridor streams. Traffic-generated noise levels would exceed federal standards in the vicinity of 128 to 226 sensitive receptor sites. Construction workers would encounter 15 to 27 hazardous material sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050056, 421 pages and maps, February, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-TX-EIS-02-02-D
KW  - Air Quality
KW  - Bridges
KW  - Cultural Resources Assessments
KW  - Cost Assessments
KW  - Floodplains
KW  - Hazardous Materials
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  - Water Quality
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Texas
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: February, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 6, FROM I-15 IN SPANISH FORK TO I-70 IN GREEN RIVER IN UTAH, WASATCH, CARBON, AND EMERY COUNTIES, UTAH (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 2004). [Part 1 of 1]
T2  - US 6, FROM I-15 IN SPANISH FORK TO I-70 IN GREEN RIVER IN UTAH, WASATCH, CARBON, AND EMERY COUNTIES, UTAH (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 2004).
AN  - 36369006; 050418D-050043_0001
AB  - PURPOSE: The improvement of approximately 127 miles of US 6 from Interstate 15 (I-15) in Spanish Fork to I-70 near Green River in Utah, Wasatch, Carbon, and Emery counties, Utah is proposed. US 6 constitutes a part of the national highway system and operates as a major east-west highway serving an important statewide transportation function by linking two major interstates, I-15 and I-70. US 6 is an important link between the rural communities of central and southeastern Utah and the populous Wasatch Front. Segments of US were constructed over 60 years ago and do not meet current safety design requirements. The increased travel demand on US 6 due to population growth along the Wasatch Front has resulted in a decreased level of service that does not meet American Association of State Highway and Transportation Officials guidance for a highway of this class. Design flaws and increased traffic volumes have resulted in unacceptable accident and fatality rates for a roadway of this type. Three alternatives, including a No Action Alternative, were considered in the draft EIS of September 2004. The Passing Lane Alternative would add passing lanes at selected locations along the corridor. This alternative would provide four-lane sections in areas on both sides of the highway where passing is required. The Four Lane Alternative would provide two travel lanes in each direction through the entire corridor. Under either action alternative, existing substandard design elements would be upgraded to current design standards and median barriers or other median treatments would be added as appropriate. The Peerless port of entry would be relocated to improve safety as a component of either action alternative. Costs of the Passing Lane and Four Lane alternatives are estimated at $595.8 million and $678.4 million, respectively. This draft supplement to the draft EIS addresses the Four Lane Alternative, as well as impacts to air quality, water quality, wetlands, and mitigation measures. POSITIVE IMPACTS: The project would improve the highway to allow it to meet current design standards while reducing both the overall accident and fatality rates. The proposed action would also reduce overall congestion, generally improve the level of service, and maintain the highway as a key component of Utah's transportation network. Either action alternative would improve the level of service to C or better. NEGATIVE IMPACTS: The Passing Lane Alternative would require displacement of 7.6 to 7,7 acres of wetlands, 1,779 acres of wildlife habitat, 50 acres of prime farmland, 15 residences, seven businesses, and seven farm parcels. Travel times under this alternative would be greater than under the Four Lane Alternative, increasing user costs, and a few segments of the highway would provide an unacceptable level of service. The Four-Lane Alternative would require displacement of 7.6 to 7.7 acres of wetlands, 2,153 acres of wildlife habitat, 50 acres of prime farmland, 15 residences, seven businesses, and seven farm parcels. This alternative would increase impervious surface within the corridor significantly more than the Passing Lane Alternative. Either alternative would result in traffic-generated noise levels in excess of federal standards at 96 sensitive receptor sites. Either alternative would affect the federally protected Ute ladies'-tresses, clay phacelia, bonytail, Colorado pikeminnow, humpback chub, and razorback sucker, as well as two state-listed bird species; 10 significant historical, three significant archaeological, eight significant architectural, and one significant paleontological sites; disturb 11 potential 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: 050043, 92 pages and maps, January 27, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-UT-EIS-04-01-SD
KW  - Archaeological Sites
KW  - Birds
KW  - Endangered Species (Animals)
KW  - Endangered Species (Plants)
KW  - Farmlands
KW  - Fish
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Paleontological Sites
KW  - Relocations-Property Acquisitions
KW  - Recreation Resources Surveys
KW  - Safety
KW  - Transportation
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 Policies Act of 1970, Compliance
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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: January 27, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 6, FROM I-15 IN SPANISH FORK TO I-70 IN GREEN RIVER IN UTAH, WASATCH, CARBON, AND EMERY COUNTIES, UTAH (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 2004).
AN  - 16345739; 11382
AB  - PURPOSE: The improvement of approximately 127 miles of US 6 from Interstate 15 (I-15) in Spanish Fork to I-70 near Green River in Utah, Wasatch, Carbon, and Emery counties, Utah is proposed. US 6 constitutes a part of the national highway system and operates as a major east-west highway serving an important statewide transportation function by linking two major interstates, I-15 and I-70. US 6 is an important link between the rural communities of central and southeastern Utah and the populous Wasatch Front. Segments of US were constructed over 60 years ago and do not meet current safety design requirements. The increased travel demand on US 6 due to population growth along the Wasatch Front has resulted in a decreased level of service that does not meet American Association of State Highway and Transportation Officials guidance for a highway of this class. Design flaws and increased traffic volumes have resulted in unacceptable accident and fatality rates for a roadway of this type. Three alternatives, including a No Action Alternative, were considered in the draft EIS of September 2004. The Passing Lane Alternative would add passing lanes at selected locations along the corridor. This alternative would provide four-lane sections in areas on both sides of the highway where passing is required. The Four Lane Alternative would provide two travel lanes in each direction through the entire corridor. Under either action alternative, existing substandard design elements would be upgraded to current design standards and median barriers or other median treatments would be added as appropriate. The Peerless port of entry would be relocated to improve safety as a component of either action alternative. Costs of the Passing Lane and Four Lane alternatives are estimated at $595.8 million and $678.4 million, respectively. This draft supplement to the draft EIS addresses the Four Lane Alternative, as well as impacts to air quality, water quality, wetlands, and mitigation measures. POSITIVE IMPACTS: The project would improve the highway to allow it to meet current design standards while reducing both the overall accident and fatality rates. The proposed action would also reduce overall congestion, generally improve the level of service, and maintain the highway as a key component of Utah's transportation network. Either action alternative would improve the level of service to C or better. NEGATIVE IMPACTS: The Passing Lane Alternative would require displacement of 7.6 to 7,7 acres of wetlands, 1,779 acres of wildlife habitat, 50 acres of prime farmland, 15 residences, seven businesses, and seven farm parcels. Travel times under this alternative would be greater than under the Four Lane Alternative, increasing user costs, and a few segments of the highway would provide an unacceptable level of service. The Four-Lane Alternative would require displacement of 7.6 to 7.7 acres of wetlands, 2,153 acres of wildlife habitat, 50 acres of prime farmland, 15 residences, seven businesses, and seven farm parcels. This alternative would increase impervious surface within the corridor significantly more than the Passing Lane Alternative. Either alternative would result in traffic-generated noise levels in excess of federal standards at 96 sensitive receptor sites. Either alternative would affect the federally protected Ute ladies'-tresses, clay phacelia, bonytail, Colorado pikeminnow, humpback chub, and razorback sucker, as well as two state-listed bird species; 10 significant historical, three significant archaeological, eight significant architectural, and one significant paleontological sites; disturb 11 potential 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: 050043, 92 pages and maps, January 27, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-UT-EIS-04-01-SD
KW  - Archaeological Sites
KW  - Birds
KW  - Endangered Species (Animals)
KW  - Endangered Species (Plants)
KW  - Farmlands
KW  - Fish
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Paleontological Sites
KW  - Relocations-Property Acquisitions
KW  - Recreation Resources Surveys
KW  - Safety
KW  - Transportation
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 Policies Act of 1970, Compliance
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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: January 27, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - SR 23 EXTENSION (BRANAN FIELD - CHAFFEE RD.) FROM SR 134 (103RD ST.) TO SR 8 (I-10) & SR 10 (US 90/BEAVER STREET), DUVAL COUNTY, FLORIDA (FM NO. 209659-1; FAP NO 9041-047-C) (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2003). [Part 1 of 1]
T2  - SR 23 EXTENSION (BRANAN FIELD - CHAFFEE RD.) FROM SR 134 (103RD ST.) TO SR 8 (I-10) & SR 10 (US 90/BEAVER STREET), DUVAL COUNTY, FLORIDA (FM NO. 209659-1; FAP NO 9041-047-C) (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2003).
AN  - 36369566; 050417F-050029_0001
AB  - PURPOSE: The construction of 6.3 miles of multi-lane, limited access freeway to extend State Road (SR) 23 (Branan Field-Chaffee Road) North from its current terminus at SR 134 (103rd Street) to SR 8 (Interstate 10 (I-10)) and SR 10 (US 90/Beaver Street) in the city of Jacksonville, Duval County, Florida is proposed. The build-out concept would provide for interchanges and collector/distributor roads and would serve as a regional connector between Clay and Duval counties. This final supplement to the final EIS considers one build alternative and a No-Build Alternative in detail. Under the build alternative, the facility would consist of a six-lane rural freeway between 103rd Street and Normandy Boulevard. Form Normandy Boulevard north to I-10 and US 90, the project would provide a four-lane rural freeway. All typical sections would have 12-foot travel lanes and a 150-foot grass median; the median would be sized to accommodate a future light rail system, high-occupancy vehicle lanes, or other multi-modal transportation facilities. Roadside swales and off-site retention areas would provide for storm-water drainage. Five interchanges would provide access to the highway; these would be located at 103rd Street, Normandy Boulevard, New World Avenue, I-10, and US 90. Rights-of-way costs are estimated at $13.4 million. POSITIVE IMPACTS: The new roadway would assist in achieving the goals of the Jacksonville Comprehensive Plan and the First Coast Metropolitan Planning Organizations Transportation Improvement Plan. Congestion on SR 21 and US 17 would be reduced. The facility would provide a logical terminus for the completed portions of the Branan Field-Chaffee Road corridor to the south and serve as a link between two high-speed, limited access interstate highways in southwest Duval County that connect the rapidly growing areas of Clay County. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of two businesses. Air pollutant and noise emissions within the corridor, which runs through a sparsely populated area, would increase significantly. Up to 241 acres of jurisdictional wetlands would be displaced. In addition, 1,100 acres of rights-of-way would be required within Jacksonville. 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 supplemental EIS, see 03-0223D, Volume 27, Number 2
JF  - EPA number: 050029, 144 pages and maps, January 24, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-FLA-EIS-03-01-FS
KW  - Highways
KW  - Highway Structures
KW  - Section 4(f) Statements
KW  - Transportation
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
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+23+EXTENSION+%28BRANAN+FIELD+-+CHAFFEE+RD.%29+FROM+SR+134+%28103RD+ST.%29+TO+SR+8+%28I-10%29+%26+SR+10+%28US+90%2FBEAVER+STREET%29%2C+DUVAL+COUNTY%2C+FLORIDA+%28FM+NO.+209659-1%3B+FAP+NO+9041-047-C%29+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2003%29.&rft.title=SR+23+EXTENSION+%28BRANAN+FIELD+-+CHAFFEE+RD.%29+FROM+SR+134+%28103RD+ST.%29+TO+SR+8+%28I-10%29+%26+SR+10+%28US+90%2FBEAVER+STREET%29%2C+DUVAL+COUNTY%2C+FLORIDA+%28FM+NO.+209659-1%3B+FAP+NO+9041-047-C%29+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2003%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Tallahassee, Florida; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: January 24, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SR 23 EXTENSION (BRANAN FIELD - CHAFFEE RD.) FROM SR 134 (103RD ST.) TO SR 8 (I-10) & SR 10 (US 90/BEAVER STREET), DUVAL COUNTY, FLORIDA (FM NO. 209659-1; FAP NO 9041-047-C) (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF JANUARY 2003).
AN  - 16358505; 11368
AB  - PURPOSE: The construction of 6.3 miles of multi-lane, limited access freeway to extend State Road (SR) 23 (Branan Field-Chaffee Road) North from its current terminus at SR 134 (103rd Street) to SR 8 (Interstate 10 (I-10)) and SR 10 (US 90/Beaver Street) in the city of Jacksonville, Duval County, Florida is proposed. The build-out concept would provide for interchanges and collector/distributor roads and would serve as a regional connector between Clay and Duval counties. This final supplement to the final EIS considers one build alternative and a No-Build Alternative in detail. Under the build alternative, the facility would consist of a six-lane rural freeway between 103rd Street and Normandy Boulevard. Form Normandy Boulevard north to I-10 and US 90, the project would provide a four-lane rural freeway. All typical sections would have 12-foot travel lanes and a 150-foot grass median; the median would be sized to accommodate a future light rail system, high-occupancy vehicle lanes, or other multi-modal transportation facilities. Roadside swales and off-site retention areas would provide for storm-water drainage. Five interchanges would provide access to the highway; these would be located at 103rd Street, Normandy Boulevard, New World Avenue, I-10, and US 90. Rights-of-way costs are estimated at $13.4 million. POSITIVE IMPACTS: The new roadway would assist in achieving the goals of the Jacksonville Comprehensive Plan and the First Coast Metropolitan Planning Organizations Transportation Improvement Plan. Congestion on SR 21 and US 17 would be reduced. The facility would provide a logical terminus for the completed portions of the Branan Field-Chaffee Road corridor to the south and serve as a link between two high-speed, limited access interstate highways in southwest Duval County that connect the rapidly growing areas of Clay County. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of two businesses. Air pollutant and noise emissions within the corridor, which runs through a sparsely populated area, would increase significantly. Up to 241 acres of jurisdictional wetlands would be displaced. In addition, 1,100 acres of rights-of-way would be required within Jacksonville. 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 supplemental EIS, see 03-0223D, Volume 27, Number 2
JF  - EPA number: 050029, 144 pages and maps, January 24, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-FLA-EIS-03-01-FS
KW  - Highways
KW  - Highway Structures
KW  - Section 4(f) Statements
KW  - Transportation
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
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-24&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+23+EXTENSION+%28BRANAN+FIELD+-+CHAFFEE+RD.%29+FROM+SR+134+%28103RD+ST.%29+TO+SR+8+%28I-10%29+%26+SR+10+%28US+90%2FBEAVER+STREET%29%2C+DUVAL+COUNTY%2C+FLORIDA+%28FM+NO.+209659-1%3B+FAP+NO+9041-047-C%29+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2003%29.&rft.title=SR+23+EXTENSION+%28BRANAN+FIELD+-+CHAFFEE+RD.%29+FROM+SR+134+%28103RD+ST.%29+TO+SR+8+%28I-10%29+%26+SR+10+%28US+90%2FBEAVER+STREET%29%2C+DUVAL+COUNTY%2C+FLORIDA+%28FM+NO.+209659-1%3B+FAP+NO+9041-047-C%29+%28FINAL+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+JANUARY+2003%29.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Tallahassee, Florida; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: January 24, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JUNEAU ACCESS IMPROVEMENTS, JUNEAU ALASKA (DRAFT SUPPLEMENT TO THE DRAFT EIS OF JULY 1997). [Part 1 of 2]
T2  - JUNEAU ACCESS IMPROVEMENTS, JUNEAU ALASKA (DRAFT SUPPLEMENT TO THE DRAFT EIS OF JULY 1997).
AN  - 36369456; 050416D-050028_0001
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, are considered in this supplemental draft EIS. Under the preferred alternative (Alternative 2), a 65-mile highway would be constructed from the end of Glacier Highway at Echo Cave around Berners Bay and along the eastern coast of Lynn Canal and Taiya Inlet to Skagway, A ferry terminal would be provided north of the Katzehin River delta and a ferry known as the M/V Aurora would be used for shuttle services between Katzhin and Lutak Ferry Terminal in Haines. Marine Alaska marine Highway Service would end at Auke Bay, and the Haines to Skagway shuttle service would be discontinued. the N/V Fairweather would not longer operate in Lynn Canal. Initial capital cost of thepreferred alternative is estimated at $281 million. The 30-year life cycle costs for the project are estimated at $323 million. Annual operation and maintenance costs are estimated at $4.4 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 290 jobs in Juneau, 60 jobs in Skagway, and 70 jobs in Haines. NEGATIVE IMPACTS: The highway would traverse 58 streams, including nine streams that support anadromous fish, and the project would displace 62 acres of terrestrial habitat, 92.5 acres of wetland habitat, and 30.7 acres of essential fish habitat. Project facilities would lie within 330 feet of 57 eagle nests and 0.5 mile of 100 eagle nests. The capacity for approximately 29 bears, 38 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 abstract of the draft EIS, see 97-0285D, Volume 21, Number 4.
JF  - EPA number: 050028, Draft EIS--343 pages, Appendices A-C--207 pages, Appendices D-E--179 and maps, Appendices F-H--167 pages and maps, Appendices I-K--341 pages, Appendix L--155 pages and maps, Appendices M-N--198 pages and maps, Appendix O--366 pages and maps, Appendices P-S--281 pages, AppendicesT-V-0-134 pages, January 18, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-AK-EIS-97-01-DS
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  - 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
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-18&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: January 18, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - JUNEAU ACCESS IMPROVEMENTS, JUNEAU ALASKA (DRAFT SUPPLEMENT TO THE DRAFT EIS OF JULY 1997). [Part 2 of 2]
T2  - JUNEAU ACCESS IMPROVEMENTS, JUNEAU ALASKA (DRAFT SUPPLEMENT TO THE DRAFT EIS OF JULY 1997).
AN  - 36365819; 050416D-050028_0002
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, are considered in this supplemental draft EIS. Under the preferred alternative (Alternative 2), a 65-mile highway would be constructed from the end of Glacier Highway at Echo Cave around Berners Bay and along the eastern coast of Lynn Canal and Taiya Inlet to Skagway, A ferry terminal would be provided north of the Katzehin River delta and a ferry known as the M/V Aurora would be used for shuttle services between Katzhin and Lutak Ferry Terminal in Haines. Marine Alaska marine Highway Service would end at Auke Bay, and the Haines to Skagway shuttle service would be discontinued. the N/V Fairweather would not longer operate in Lynn Canal. Initial capital cost of thepreferred alternative is estimated at $281 million. The 30-year life cycle costs for the project are estimated at $323 million. Annual operation and maintenance costs are estimated at $4.4 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 290 jobs in Juneau, 60 jobs in Skagway, and 70 jobs in Haines. NEGATIVE IMPACTS: The highway would traverse 58 streams, including nine streams that support anadromous fish, and the project would displace 62 acres of terrestrial habitat, 92.5 acres of wetland habitat, and 30.7 acres of essential fish habitat. Project facilities would lie within 330 feet of 57 eagle nests and 0.5 mile of 100 eagle nests. The capacity for approximately 29 bears, 38 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 abstract of the draft EIS, see 97-0285D, Volume 21, Number 4.
JF  - EPA number: 050028, Draft EIS--343 pages, Appendices A-C--207 pages, Appendices D-E--179 and maps, Appendices F-H--167 pages and maps, Appendices I-K--341 pages, Appendix L--155 pages and maps, Appendices M-N--198 pages and maps, Appendix O--366 pages and maps, Appendices P-S--281 pages, AppendicesT-V-0-134 pages, January 18, 2005
PY  - 2005
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-AK-EIS-97-01-DS
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  - 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/36365819?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-18&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: January 18, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 58 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874421; 11357-8_0058
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 58
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874421?accountid=14244
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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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 57 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874415; 11357-8_0057
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 57
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874415?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 56 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874410; 11357-8_0056
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 56
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874410?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 55 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874404; 11357-8_0055
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 55
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874404?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 54 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874396; 11357-8_0054
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 54
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874396?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 53 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874393; 11357-8_0053
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 53
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874393?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 39 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874383; 11357-8_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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 39
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874383?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 52 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874382; 11357-8_0052
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 52
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874382?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 38 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874379; 11357-8_0038
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 38
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874379?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 51 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874378; 11357-8_0051
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 51
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874378?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 37 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874376; 11357-8_0037
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 37
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874376?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 50 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874375; 11357-8_0050
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 50
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874375?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 49 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874368; 11357-8_0049
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 49
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874368?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 48 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874365; 11357-8_0048
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 48
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874365?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 36 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874362; 11357-8_0036
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 36
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874362?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 22 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874358; 11357-8_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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 22
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874358?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 47 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874357; 11357-8_0047
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 47
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874357?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 21 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874354; 11357-8_0021
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 21
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874354?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 46 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874350; 11357-8_0046
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 46
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874350?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 20 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874343; 11357-8_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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 20
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874343?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 19 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874339; 11357-8_0019
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 19
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874339?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 18 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874332; 11357-8_0018
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 18
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874332?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 1 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874326; 11357-8_0001
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 1
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874326?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 45 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874162; 11357-8_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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 45
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874162?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 44 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874154; 11357-8_0044
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 44
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874154?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 26 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874152; 11357-8_0026
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 26
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874152?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 25 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874148; 11357-8_0025
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 25
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874148?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 24 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874141; 11357-8_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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 24
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874141?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 23 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874134; 11357-8_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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 23
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874134?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 13 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874127; 11357-8_0013
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 13
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874127?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 12 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874121; 11357-8_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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 12
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874121?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 11 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874113; 11357-8_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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 11
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874113?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 10 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874106; 11357-8_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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 10
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874106?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 9 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905874100; 11357-8_0009
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 9
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874100?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 43 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905873932; 11357-8_0043
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 43
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873932?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 42 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905873918; 11357-8_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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 42
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873918?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 41 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905873908; 11357-8_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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 41
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873908?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 40 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905873895; 11357-8_0040
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 40
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873895?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 31 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905873879; 11357-8_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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 31
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873879?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 30 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905873867; 11357-8_0030
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 30
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873867?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 29 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905873748; 11357-8_0029
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 29
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873748?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 28 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905873730; 11357-8_0028
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 28
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873730?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 27 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905873712; 11357-8_0027
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 27
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873712?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 8 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905873709; 11357-8_0008
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 8
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873709?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 7 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905873697; 11357-8_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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 7
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873697?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 6 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905873685; 11357-8_0006
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 6
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873685?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 5 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905873678; 11357-8_0005
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 5
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873678?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 4 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905873670; 11357-8_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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 4
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873670?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 17 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905873431; 11357-8_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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 17
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873431?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 35 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905873425; 11357-8_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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 35
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873425?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 16 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905873421; 11357-8_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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 16
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873421?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 34 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905873412; 11357-8_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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 34
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873412?accountid=14244
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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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 15 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905873409; 11357-8_0015
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 15
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873409?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 33 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905873399; 11357-8_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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 33
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873399?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 14 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905873396; 11357-8_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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 14
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873396?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 32 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905873378; 11357-8_0032
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 32
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873378?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 3 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905873239; 11357-8_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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 3
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873239?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS. [Part 2 of 58]
T2  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 905873224; 11357-8_0002
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
VL  - 2
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - CPAPER
T1  - Clarus - The nationwide surface transportation weather observing and forecasting system initiative of the federal highway administration
AN  - 39987340; 3901769
AU  - Pisano, P A
AU  - Alfelor, R M
AU  - Pol, J S
AU  - Goodwin, L C
AU  - Stern, AD
Y1  - 2005/01/14/
PY  - 2005
DA  - 2005 Jan 14
KW  - CPI, Conference Papers Index
KW  - U 5500:Geoscience
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39987340?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - SuppNotes - Availability: American Meteorological Society, 45 Beacon St., Boston, MA 02108-3693, USA; phone: 617 227 2426; fax: 617 742 8718; URL: www.ametsoc.org
N1  - Last updated - 2010-05-03
ER  - 



TY  - CPAPER
T1  - U.S. federal highway administration winter road maintenance decision support system (MDSS) project: Overview and results
AN  - 39955368; 3908790
AU  - Pisano, P
AU  - Stern, AD
AU  - Mahoney, WP III
Y1  - 2005/01/14/
PY  - 2005
DA  - 2005 Jan 14
KW  - CPI, Conference Papers Index
KW  - U 5500:Geoscience
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - SuppNotes - Availability: American Meteorological Society, 45 Beacon St., Boston, MA 02108-3693, USA; phone: 617 227 2426; fax: 617 742 8718; URL: www.ametsoc.org
N1  - Last updated - 2010-05-03
ER  - 



TY  - CPAPER
T1  - Partnering to achieve a safer and more efficient national surface transportation system: Commerce department's national oceanic and atmospheric administration (NOAA) and the transportation department's federal highway administration (FHWA)
AN  - 39905191; 3906519
AU  - Pisano, P A
AU  - Holman, A
AU  - Dombrowsky, R
AU  - Matula, S
AU  - O'Sullivan, J
AU  - Schultz, P
AU  - Estis, F
Y1  - 2005/01/14/
PY  - 2005
DA  - 2005 Jan 14
KW  - CPI, Conference Papers Index
KW  - U 5500:Geoscience
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/39905191?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - SuppNotes - Availability: American Meteorological Society, 45 Beacon St., Boston, MA 02108-3693, USA; phone: 617 227 2426; fax: 617 742 8718; URL: www.ametsoc.org
N1  - Last updated - 2010-05-03
ER  - 



TY  - RPRT
T1  - LOS ANGELES INTERNATIONAL AIRPORT PROPOSED MASTER PLAN IMPROVEMENTS, LOS ANGELES, LOS ANGELES COUNTY, CALIFORNIA. [Part 5 of 6]
T2  - LOS ANGELES INTERNATIONAL AIRPORT PROPOSED MASTER PLAN IMPROVEMENTS, LOS ANGELES, LOS ANGELES COUNTY, CALIFORNIA.
AN  - 36381810; 11353-050014_0005
AB  - PURPOSE: The implementation of improvements to the Los Angeles International Airport, Los Angeles County, California is proposed. In 1996, the airport served 80 million passengers. By the year 2020, it is estimated that the airport will accommodate 157 million passengers. As the primary regional airport, the facility accommodated 75 percent of all air passengers in the Los Angeles area. Moreover, the airport is also the major international gateway for southern California, providing for international passenger and cargo transport. Four alternatives, including a No Action Alternative, were considered in the draft EIS of January 2001. Under Alternative A, a new runway would be added to the north airfield complex and two existing runways would be lengthened. All runways would be separated by greater distances. This alternative would differ from the other build options largely due to the fact that it would not develop the Manchester Square property acquired as part of the noise mitigation program. Alternative B would add a new runway to the south of the airfield compiles and to existing runways would be lengthened. All runways would be separated by greater distances. Under the preferred alternative (Alternative C), the number of runways would remain at four. Two existing runways would be moved, one runway widened, three runways lengthened, and all runways would be separated by greater distances. Under any action alternative, a new passenger terminal complex would be constructed at the west end of the airport on Pershing Drive; access to the terminal would be via Interstate 105 (I-105) and I-405 as well as via the Metropolitan Transportation Administration's railroad right-of-way adjacent to Florence Avenue and a connecting ring road. New midfield concourses would be connected to the west terminal and the existing central terminal by an automated people mover. New air cargo facilities would be built on newly acquired land east of the airport. A January 2001 supplement to the draft EIS considered a new alternative (Alternative D). The new alternative would emphasize enhanced safety and security while not expanding the passenger and cargo capacity of the airport beyond that which would occur under the No Action Alternative by the year 2015. Alternative D would provide for construction of new parallel and connecting taxiways between each pair of runways on both the north and south sides of the airport. In addition, the new alternative would involve construction of a ground transportation center, parking garages, a redeveloped central terminal area, a satellite concourse, a consolidated rental car facility, an automated people-move system, on-airport surface roads, a connection to the Los Angeles rapid rail transit system's Green Line station, and an Inter-modal transportation center. All four build alternatives were carried over for consideration in this final EIS. Alternative D has been selected as the preferred alternative. POSITIVE IMPACTS: The improvements proposed would respond to local and regional demand for air transportation thought the year 2015, taking into consideration the amount, type, location, and timing of demand. The project would also ensure that new investments in airport capacity were efficient and cost-effective, maximizing the return on existing infrastructure capital. The new facilities would sustain and advance the international trade component of the regional economy and the international commercial gateway role of the city of Los Angeles. The preferred alternative would reduce the total number of people exposed to aircraft noise above the 65 Community Noise Equivalent Level. Surface transportation in the immediate vicinity of and within the airport would improve significantly. NEGATIVE IMPACTS: Depending on the build alternative considered, the project would require acquisition of 77 to 345 acres of land, resulting in the displacement of 58 to 330 businesses, 154 to 2,083 hotel rooms, and up to 84 housing units; Alternative D would have the least impacts in each of these categories, including no housing displacements. Though the total number of persons affected by aircraft noise would decline, receptors currently unaffected by excessive noise levels would be exposed to such noise levels. Future increases in aviation at the airport would have a disproportionate impact on minority and low-income communities east of the airport. Increased emissions of air pollutants could have significant impacts throughout the South Coast Air Basin. Runoff from the airport would continue to flow into the Santa Monica Bay and the Dominguez Channel and levels of runoff would increase due to increase impervious surface. Six historic sites eligible for inclusion on the National Register of Historic Places could be affected. Construction of navigational aids could result in impacts on state-designated sensitive habitats and federally protected insect and shrimp species. Approximately 1.3 acres of federally protected wetland could be displaced. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft EIS and the draft supplemental EIS, see 01-0103D, Volume 25, Number 2 and 03-0371D, Volume 27, Number 4, respectively.
JF  - EPA number: 050014, Volume A (Main Document)--301 pages, Volume A (Appendices)--1,231 pages and maps, CD-ROMs, January 14, 2005
PY  - 2005
VL  - 5
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Air Quality
KW  - Air Quality Standards Violations
KW  - Biologic Assessments
KW  - Endangered Species (Animals)
KW  - Historic Sites
KW  - Insects
KW  - Minorities
KW  - Navigation Aids
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Shellfish
KW  - Terminal Facilities
KW  - Water Quality
KW  - Wetlands
KW  - Wildlife Habitat
KW  - California
KW  - Airport and Airway Improvements Act of 1982, Compliance
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Los Angeles, California; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - LOS ANGELES INTERNATIONAL AIRPORT PROPOSED MASTER PLAN IMPROVEMENTS, LOS ANGELES, LOS ANGELES COUNTY, CALIFORNIA. [Part 1 of 6]
T2  - LOS ANGELES INTERNATIONAL AIRPORT PROPOSED MASTER PLAN IMPROVEMENTS, LOS ANGELES, LOS ANGELES COUNTY, CALIFORNIA.
AN  - 36380366; 11353-050014_0001
AB  - PURPOSE: The implementation of improvements to the Los Angeles International Airport, Los Angeles County, California is proposed. In 1996, the airport served 80 million passengers. By the year 2020, it is estimated that the airport will accommodate 157 million passengers. As the primary regional airport, the facility accommodated 75 percent of all air passengers in the Los Angeles area. Moreover, the airport is also the major international gateway for southern California, providing for international passenger and cargo transport. Four alternatives, including a No Action Alternative, were considered in the draft EIS of January 2001. Under Alternative A, a new runway would be added to the north airfield complex and two existing runways would be lengthened. All runways would be separated by greater distances. This alternative would differ from the other build options largely due to the fact that it would not develop the Manchester Square property acquired as part of the noise mitigation program. Alternative B would add a new runway to the south of the airfield compiles and to existing runways would be lengthened. All runways would be separated by greater distances. Under the preferred alternative (Alternative C), the number of runways would remain at four. Two existing runways would be moved, one runway widened, three runways lengthened, and all runways would be separated by greater distances. Under any action alternative, a new passenger terminal complex would be constructed at the west end of the airport on Pershing Drive; access to the terminal would be via Interstate 105 (I-105) and I-405 as well as via the Metropolitan Transportation Administration's railroad right-of-way adjacent to Florence Avenue and a connecting ring road. New midfield concourses would be connected to the west terminal and the existing central terminal by an automated people mover. New air cargo facilities would be built on newly acquired land east of the airport. A January 2001 supplement to the draft EIS considered a new alternative (Alternative D). The new alternative would emphasize enhanced safety and security while not expanding the passenger and cargo capacity of the airport beyond that which would occur under the No Action Alternative by the year 2015. Alternative D would provide for construction of new parallel and connecting taxiways between each pair of runways on both the north and south sides of the airport. In addition, the new alternative would involve construction of a ground transportation center, parking garages, a redeveloped central terminal area, a satellite concourse, a consolidated rental car facility, an automated people-move system, on-airport surface roads, a connection to the Los Angeles rapid rail transit system's Green Line station, and an Inter-modal transportation center. All four build alternatives were carried over for consideration in this final EIS. Alternative D has been selected as the preferred alternative. POSITIVE IMPACTS: The improvements proposed would respond to local and regional demand for air transportation thought the year 2015, taking into consideration the amount, type, location, and timing of demand. The project would also ensure that new investments in airport capacity were efficient and cost-effective, maximizing the return on existing infrastructure capital. The new facilities would sustain and advance the international trade component of the regional economy and the international commercial gateway role of the city of Los Angeles. The preferred alternative would reduce the total number of people exposed to aircraft noise above the 65 Community Noise Equivalent Level. Surface transportation in the immediate vicinity of and within the airport would improve significantly. NEGATIVE IMPACTS: Depending on the build alternative considered, the project would require acquisition of 77 to 345 acres of land, resulting in the displacement of 58 to 330 businesses, 154 to 2,083 hotel rooms, and up to 84 housing units; Alternative D would have the least impacts in each of these categories, including no housing displacements. Though the total number of persons affected by aircraft noise would decline, receptors currently unaffected by excessive noise levels would be exposed to such noise levels. Future increases in aviation at the airport would have a disproportionate impact on minority and low-income communities east of the airport. Increased emissions of air pollutants could have significant impacts throughout the South Coast Air Basin. Runoff from the airport would continue to flow into the Santa Monica Bay and the Dominguez Channel and levels of runoff would increase due to increase impervious surface. Six historic sites eligible for inclusion on the National Register of Historic Places could be affected. Construction of navigational aids could result in impacts on state-designated sensitive habitats and federally protected insect and shrimp species. Approximately 1.3 acres of federally protected wetland could be displaced. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft EIS and the draft supplemental EIS, see 01-0103D, Volume 25, Number 2 and 03-0371D, Volume 27, Number 4, respectively.
JF  - EPA number: 050014, Volume A (Main Document)--301 pages, Volume A (Appendices)--1,231 pages and maps, CD-ROMs, January 14, 2005
PY  - 2005
VL  - 1
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Air Quality
KW  - Air Quality Standards Violations
KW  - Biologic Assessments
KW  - Endangered Species (Animals)
KW  - Historic Sites
KW  - Insects
KW  - Minorities
KW  - Navigation Aids
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Shellfish
KW  - Terminal Facilities
KW  - Water Quality
KW  - Wetlands
KW  - Wildlife Habitat
KW  - California
KW  - Airport and Airway Improvements Act of 1982, Compliance
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Los Angeles, California; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - LOS ANGELES INTERNATIONAL AIRPORT PROPOSED MASTER PLAN IMPROVEMENTS, LOS ANGELES, LOS ANGELES COUNTY, CALIFORNIA. [Part 6 of 6]
T2  - LOS ANGELES INTERNATIONAL AIRPORT PROPOSED MASTER PLAN IMPROVEMENTS, LOS ANGELES, LOS ANGELES COUNTY, CALIFORNIA.
AN  - 36373630; 11353-050014_0006
AB  - PURPOSE: The implementation of improvements to the Los Angeles International Airport, Los Angeles County, California is proposed. In 1996, the airport served 80 million passengers. By the year 2020, it is estimated that the airport will accommodate 157 million passengers. As the primary regional airport, the facility accommodated 75 percent of all air passengers in the Los Angeles area. Moreover, the airport is also the major international gateway for southern California, providing for international passenger and cargo transport. Four alternatives, including a No Action Alternative, were considered in the draft EIS of January 2001. Under Alternative A, a new runway would be added to the north airfield complex and two existing runways would be lengthened. All runways would be separated by greater distances. This alternative would differ from the other build options largely due to the fact that it would not develop the Manchester Square property acquired as part of the noise mitigation program. Alternative B would add a new runway to the south of the airfield compiles and to existing runways would be lengthened. All runways would be separated by greater distances. Under the preferred alternative (Alternative C), the number of runways would remain at four. Two existing runways would be moved, one runway widened, three runways lengthened, and all runways would be separated by greater distances. Under any action alternative, a new passenger terminal complex would be constructed at the west end of the airport on Pershing Drive; access to the terminal would be via Interstate 105 (I-105) and I-405 as well as via the Metropolitan Transportation Administration's railroad right-of-way adjacent to Florence Avenue and a connecting ring road. New midfield concourses would be connected to the west terminal and the existing central terminal by an automated people mover. New air cargo facilities would be built on newly acquired land east of the airport. A January 2001 supplement to the draft EIS considered a new alternative (Alternative D). The new alternative would emphasize enhanced safety and security while not expanding the passenger and cargo capacity of the airport beyond that which would occur under the No Action Alternative by the year 2015. Alternative D would provide for construction of new parallel and connecting taxiways between each pair of runways on both the north and south sides of the airport. In addition, the new alternative would involve construction of a ground transportation center, parking garages, a redeveloped central terminal area, a satellite concourse, a consolidated rental car facility, an automated people-move system, on-airport surface roads, a connection to the Los Angeles rapid rail transit system's Green Line station, and an Inter-modal transportation center. All four build alternatives were carried over for consideration in this final EIS. Alternative D has been selected as the preferred alternative. POSITIVE IMPACTS: The improvements proposed would respond to local and regional demand for air transportation thought the year 2015, taking into consideration the amount, type, location, and timing of demand. The project would also ensure that new investments in airport capacity were efficient and cost-effective, maximizing the return on existing infrastructure capital. The new facilities would sustain and advance the international trade component of the regional economy and the international commercial gateway role of the city of Los Angeles. The preferred alternative would reduce the total number of people exposed to aircraft noise above the 65 Community Noise Equivalent Level. Surface transportation in the immediate vicinity of and within the airport would improve significantly. NEGATIVE IMPACTS: Depending on the build alternative considered, the project would require acquisition of 77 to 345 acres of land, resulting in the displacement of 58 to 330 businesses, 154 to 2,083 hotel rooms, and up to 84 housing units; Alternative D would have the least impacts in each of these categories, including no housing displacements. Though the total number of persons affected by aircraft noise would decline, receptors currently unaffected by excessive noise levels would be exposed to such noise levels. Future increases in aviation at the airport would have a disproportionate impact on minority and low-income communities east of the airport. Increased emissions of air pollutants could have significant impacts throughout the South Coast Air Basin. Runoff from the airport would continue to flow into the Santa Monica Bay and the Dominguez Channel and levels of runoff would increase due to increase impervious surface. Six historic sites eligible for inclusion on the National Register of Historic Places could be affected. Construction of navigational aids could result in impacts on state-designated sensitive habitats and federally protected insect and shrimp species. Approximately 1.3 acres of federally protected wetland could be displaced. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft EIS and the draft supplemental EIS, see 01-0103D, Volume 25, Number 2 and 03-0371D, Volume 27, Number 4, respectively.
JF  - EPA number: 050014, Volume A (Main Document)--301 pages, Volume A (Appendices)--1,231 pages and maps, CD-ROMs, January 14, 2005
PY  - 2005
VL  - 6
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Air Quality
KW  - Air Quality Standards Violations
KW  - Biologic Assessments
KW  - Endangered Species (Animals)
KW  - Historic Sites
KW  - Insects
KW  - Minorities
KW  - Navigation Aids
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Shellfish
KW  - Terminal Facilities
KW  - Water Quality
KW  - Wetlands
KW  - Wildlife Habitat
KW  - California
KW  - Airport and Airway Improvements Act of 1982, Compliance
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Los Angeles, California; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - LOS ANGELES INTERNATIONAL AIRPORT PROPOSED MASTER PLAN IMPROVEMENTS, LOS ANGELES, LOS ANGELES COUNTY, CALIFORNIA. [Part 4 of 6]
T2  - LOS ANGELES INTERNATIONAL AIRPORT PROPOSED MASTER PLAN IMPROVEMENTS, LOS ANGELES, LOS ANGELES COUNTY, CALIFORNIA.
AN  - 36372231; 11353-050014_0004
AB  - PURPOSE: The implementation of improvements to the Los Angeles International Airport, Los Angeles County, California is proposed. In 1996, the airport served 80 million passengers. By the year 2020, it is estimated that the airport will accommodate 157 million passengers. As the primary regional airport, the facility accommodated 75 percent of all air passengers in the Los Angeles area. Moreover, the airport is also the major international gateway for southern California, providing for international passenger and cargo transport. Four alternatives, including a No Action Alternative, were considered in the draft EIS of January 2001. Under Alternative A, a new runway would be added to the north airfield complex and two existing runways would be lengthened. All runways would be separated by greater distances. This alternative would differ from the other build options largely due to the fact that it would not develop the Manchester Square property acquired as part of the noise mitigation program. Alternative B would add a new runway to the south of the airfield compiles and to existing runways would be lengthened. All runways would be separated by greater distances. Under the preferred alternative (Alternative C), the number of runways would remain at four. Two existing runways would be moved, one runway widened, three runways lengthened, and all runways would be separated by greater distances. Under any action alternative, a new passenger terminal complex would be constructed at the west end of the airport on Pershing Drive; access to the terminal would be via Interstate 105 (I-105) and I-405 as well as via the Metropolitan Transportation Administration's railroad right-of-way adjacent to Florence Avenue and a connecting ring road. New midfield concourses would be connected to the west terminal and the existing central terminal by an automated people mover. New air cargo facilities would be built on newly acquired land east of the airport. A January 2001 supplement to the draft EIS considered a new alternative (Alternative D). The new alternative would emphasize enhanced safety and security while not expanding the passenger and cargo capacity of the airport beyond that which would occur under the No Action Alternative by the year 2015. Alternative D would provide for construction of new parallel and connecting taxiways between each pair of runways on both the north and south sides of the airport. In addition, the new alternative would involve construction of a ground transportation center, parking garages, a redeveloped central terminal area, a satellite concourse, a consolidated rental car facility, an automated people-move system, on-airport surface roads, a connection to the Los Angeles rapid rail transit system's Green Line station, and an Inter-modal transportation center. All four build alternatives were carried over for consideration in this final EIS. Alternative D has been selected as the preferred alternative. POSITIVE IMPACTS: The improvements proposed would respond to local and regional demand for air transportation thought the year 2015, taking into consideration the amount, type, location, and timing of demand. The project would also ensure that new investments in airport capacity were efficient and cost-effective, maximizing the return on existing infrastructure capital. The new facilities would sustain and advance the international trade component of the regional economy and the international commercial gateway role of the city of Los Angeles. The preferred alternative would reduce the total number of people exposed to aircraft noise above the 65 Community Noise Equivalent Level. Surface transportation in the immediate vicinity of and within the airport would improve significantly. NEGATIVE IMPACTS: Depending on the build alternative considered, the project would require acquisition of 77 to 345 acres of land, resulting in the displacement of 58 to 330 businesses, 154 to 2,083 hotel rooms, and up to 84 housing units; Alternative D would have the least impacts in each of these categories, including no housing displacements. Though the total number of persons affected by aircraft noise would decline, receptors currently unaffected by excessive noise levels would be exposed to such noise levels. Future increases in aviation at the airport would have a disproportionate impact on minority and low-income communities east of the airport. Increased emissions of air pollutants could have significant impacts throughout the South Coast Air Basin. Runoff from the airport would continue to flow into the Santa Monica Bay and the Dominguez Channel and levels of runoff would increase due to increase impervious surface. Six historic sites eligible for inclusion on the National Register of Historic Places could be affected. Construction of navigational aids could result in impacts on state-designated sensitive habitats and federally protected insect and shrimp species. Approximately 1.3 acres of federally protected wetland could be displaced. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft EIS and the draft supplemental EIS, see 01-0103D, Volume 25, Number 2 and 03-0371D, Volume 27, Number 4, respectively.
JF  - EPA number: 050014, Volume A (Main Document)--301 pages, Volume A (Appendices)--1,231 pages and maps, CD-ROMs, January 14, 2005
PY  - 2005
VL  - 4
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Air Quality
KW  - Air Quality Standards Violations
KW  - Biologic Assessments
KW  - Endangered Species (Animals)
KW  - Historic Sites
KW  - Insects
KW  - Minorities
KW  - Navigation Aids
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Shellfish
KW  - Terminal Facilities
KW  - Water Quality
KW  - Wetlands
KW  - Wildlife Habitat
KW  - California
KW  - Airport and Airway Improvements Act of 1982, Compliance
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Los Angeles, California; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SR 823 PORTSMOUTH BYPASS PROJECT, SCIOTO COUNTY, OHIO. [Part 1 of 1]
T2  - SR 823 PORTSMOUTH BYPASS PROJECT, SCIOTO COUNTY, OHIO.
AN  - 36369679; 040414D-050016_0001
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 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 draft EIS 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 landlock 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 landlock 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).
JF  - EPA number: 050016, 266 pages and maps, January 14, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-OH-EIS-05-01-D
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/36369679?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - LOS ANGELES INTERNATIONAL AIRPORT PROPOSED MASTER PLAN IMPROVEMENTS, LOS ANGELES, LOS ANGELES COUNTY, CALIFORNIA. [Part 3 of 6]
T2  - LOS ANGELES INTERNATIONAL AIRPORT PROPOSED MASTER PLAN IMPROVEMENTS, LOS ANGELES, LOS ANGELES COUNTY, CALIFORNIA.
AN  - 36365368; 11353-050014_0003
AB  - PURPOSE: The implementation of improvements to the Los Angeles International Airport, Los Angeles County, California is proposed. In 1996, the airport served 80 million passengers. By the year 2020, it is estimated that the airport will accommodate 157 million passengers. As the primary regional airport, the facility accommodated 75 percent of all air passengers in the Los Angeles area. Moreover, the airport is also the major international gateway for southern California, providing for international passenger and cargo transport. Four alternatives, including a No Action Alternative, were considered in the draft EIS of January 2001. Under Alternative A, a new runway would be added to the north airfield complex and two existing runways would be lengthened. All runways would be separated by greater distances. This alternative would differ from the other build options largely due to the fact that it would not develop the Manchester Square property acquired as part of the noise mitigation program. Alternative B would add a new runway to the south of the airfield compiles and to existing runways would be lengthened. All runways would be separated by greater distances. Under the preferred alternative (Alternative C), the number of runways would remain at four. Two existing runways would be moved, one runway widened, three runways lengthened, and all runways would be separated by greater distances. Under any action alternative, a new passenger terminal complex would be constructed at the west end of the airport on Pershing Drive; access to the terminal would be via Interstate 105 (I-105) and I-405 as well as via the Metropolitan Transportation Administration's railroad right-of-way adjacent to Florence Avenue and a connecting ring road. New midfield concourses would be connected to the west terminal and the existing central terminal by an automated people mover. New air cargo facilities would be built on newly acquired land east of the airport. A January 2001 supplement to the draft EIS considered a new alternative (Alternative D). The new alternative would emphasize enhanced safety and security while not expanding the passenger and cargo capacity of the airport beyond that which would occur under the No Action Alternative by the year 2015. Alternative D would provide for construction of new parallel and connecting taxiways between each pair of runways on both the north and south sides of the airport. In addition, the new alternative would involve construction of a ground transportation center, parking garages, a redeveloped central terminal area, a satellite concourse, a consolidated rental car facility, an automated people-move system, on-airport surface roads, a connection to the Los Angeles rapid rail transit system's Green Line station, and an Inter-modal transportation center. All four build alternatives were carried over for consideration in this final EIS. Alternative D has been selected as the preferred alternative. POSITIVE IMPACTS: The improvements proposed would respond to local and regional demand for air transportation thought the year 2015, taking into consideration the amount, type, location, and timing of demand. The project would also ensure that new investments in airport capacity were efficient and cost-effective, maximizing the return on existing infrastructure capital. The new facilities would sustain and advance the international trade component of the regional economy and the international commercial gateway role of the city of Los Angeles. The preferred alternative would reduce the total number of people exposed to aircraft noise above the 65 Community Noise Equivalent Level. Surface transportation in the immediate vicinity of and within the airport would improve significantly. NEGATIVE IMPACTS: Depending on the build alternative considered, the project would require acquisition of 77 to 345 acres of land, resulting in the displacement of 58 to 330 businesses, 154 to 2,083 hotel rooms, and up to 84 housing units; Alternative D would have the least impacts in each of these categories, including no housing displacements. Though the total number of persons affected by aircraft noise would decline, receptors currently unaffected by excessive noise levels would be exposed to such noise levels. Future increases in aviation at the airport would have a disproportionate impact on minority and low-income communities east of the airport. Increased emissions of air pollutants could have significant impacts throughout the South Coast Air Basin. Runoff from the airport would continue to flow into the Santa Monica Bay and the Dominguez Channel and levels of runoff would increase due to increase impervious surface. Six historic sites eligible for inclusion on the National Register of Historic Places could be affected. Construction of navigational aids could result in impacts on state-designated sensitive habitats and federally protected insect and shrimp species. Approximately 1.3 acres of federally protected wetland could be displaced. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft EIS and the draft supplemental EIS, see 01-0103D, Volume 25, Number 2 and 03-0371D, Volume 27, Number 4, respectively.
JF  - EPA number: 050014, Volume A (Main Document)--301 pages, Volume A (Appendices)--1,231 pages and maps, CD-ROMs, January 14, 2005
PY  - 2005
VL  - 3
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Air Quality
KW  - Air Quality Standards Violations
KW  - Biologic Assessments
KW  - Endangered Species (Animals)
KW  - Historic Sites
KW  - Insects
KW  - Minorities
KW  - Navigation Aids
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Shellfish
KW  - Terminal Facilities
KW  - Water Quality
KW  - Wetlands
KW  - Wildlife Habitat
KW  - California
KW  - Airport and Airway Improvements Act of 1982, Compliance
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/36365368?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOS+ANGELES+INTERNATIONAL+AIRPORT+PROPOSED+MASTER+PLAN+IMPROVEMENTS%2C+LOS+ANGELES%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=LOS+ANGELES+INTERNATIONAL+AIRPORT+PROPOSED+MASTER+PLAN+IMPROVEMENTS%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 Aviation Administration, Los Angeles, California; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - LOS ANGELES INTERNATIONAL AIRPORT PROPOSED MASTER PLAN IMPROVEMENTS, LOS ANGELES, LOS ANGELES COUNTY, CALIFORNIA. [Part 2 of 6]
T2  - LOS ANGELES INTERNATIONAL AIRPORT PROPOSED MASTER PLAN IMPROVEMENTS, LOS ANGELES, LOS ANGELES COUNTY, CALIFORNIA.
AN  - 36365309; 11353-050014_0002
AB  - PURPOSE: The implementation of improvements to the Los Angeles International Airport, Los Angeles County, California is proposed. In 1996, the airport served 80 million passengers. By the year 2020, it is estimated that the airport will accommodate 157 million passengers. As the primary regional airport, the facility accommodated 75 percent of all air passengers in the Los Angeles area. Moreover, the airport is also the major international gateway for southern California, providing for international passenger and cargo transport. Four alternatives, including a No Action Alternative, were considered in the draft EIS of January 2001. Under Alternative A, a new runway would be added to the north airfield complex and two existing runways would be lengthened. All runways would be separated by greater distances. This alternative would differ from the other build options largely due to the fact that it would not develop the Manchester Square property acquired as part of the noise mitigation program. Alternative B would add a new runway to the south of the airfield compiles and to existing runways would be lengthened. All runways would be separated by greater distances. Under the preferred alternative (Alternative C), the number of runways would remain at four. Two existing runways would be moved, one runway widened, three runways lengthened, and all runways would be separated by greater distances. Under any action alternative, a new passenger terminal complex would be constructed at the west end of the airport on Pershing Drive; access to the terminal would be via Interstate 105 (I-105) and I-405 as well as via the Metropolitan Transportation Administration's railroad right-of-way adjacent to Florence Avenue and a connecting ring road. New midfield concourses would be connected to the west terminal and the existing central terminal by an automated people mover. New air cargo facilities would be built on newly acquired land east of the airport. A January 2001 supplement to the draft EIS considered a new alternative (Alternative D). The new alternative would emphasize enhanced safety and security while not expanding the passenger and cargo capacity of the airport beyond that which would occur under the No Action Alternative by the year 2015. Alternative D would provide for construction of new parallel and connecting taxiways between each pair of runways on both the north and south sides of the airport. In addition, the new alternative would involve construction of a ground transportation center, parking garages, a redeveloped central terminal area, a satellite concourse, a consolidated rental car facility, an automated people-move system, on-airport surface roads, a connection to the Los Angeles rapid rail transit system's Green Line station, and an Inter-modal transportation center. All four build alternatives were carried over for consideration in this final EIS. Alternative D has been selected as the preferred alternative. POSITIVE IMPACTS: The improvements proposed would respond to local and regional demand for air transportation thought the year 2015, taking into consideration the amount, type, location, and timing of demand. The project would also ensure that new investments in airport capacity were efficient and cost-effective, maximizing the return on existing infrastructure capital. The new facilities would sustain and advance the international trade component of the regional economy and the international commercial gateway role of the city of Los Angeles. The preferred alternative would reduce the total number of people exposed to aircraft noise above the 65 Community Noise Equivalent Level. Surface transportation in the immediate vicinity of and within the airport would improve significantly. NEGATIVE IMPACTS: Depending on the build alternative considered, the project would require acquisition of 77 to 345 acres of land, resulting in the displacement of 58 to 330 businesses, 154 to 2,083 hotel rooms, and up to 84 housing units; Alternative D would have the least impacts in each of these categories, including no housing displacements. Though the total number of persons affected by aircraft noise would decline, receptors currently unaffected by excessive noise levels would be exposed to such noise levels. Future increases in aviation at the airport would have a disproportionate impact on minority and low-income communities east of the airport. Increased emissions of air pollutants could have significant impacts throughout the South Coast Air Basin. Runoff from the airport would continue to flow into the Santa Monica Bay and the Dominguez Channel and levels of runoff would increase due to increase impervious surface. Six historic sites eligible for inclusion on the National Register of Historic Places could be affected. Construction of navigational aids could result in impacts on state-designated sensitive habitats and federally protected insect and shrimp species. Approximately 1.3 acres of federally protected wetland could be displaced. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft EIS and the draft supplemental EIS, see 01-0103D, Volume 25, Number 2 and 03-0371D, Volume 27, Number 4, respectively.
JF  - EPA number: 050014, Volume A (Main Document)--301 pages, Volume A (Appendices)--1,231 pages and maps, CD-ROMs, January 14, 2005
PY  - 2005
VL  - 2
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Air Quality
KW  - Air Quality Standards Violations
KW  - Biologic Assessments
KW  - Endangered Species (Animals)
KW  - Historic Sites
KW  - Insects
KW  - Minorities
KW  - Navigation Aids
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Shellfish
KW  - Terminal Facilities
KW  - Water Quality
KW  - Wetlands
KW  - Wildlife Habitat
KW  - California
KW  - Airport and Airway Improvements Act of 1982, Compliance
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/36365309?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-14&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=LOS+ANGELES+INTERNATIONAL+AIRPORT+PROPOSED+MASTER+PLAN+IMPROVEMENTS%2C+LOS+ANGELES%2C+LOS+ANGELES+COUNTY%2C+CALIFORNIA.&rft.title=LOS+ANGELES+INTERNATIONAL+AIRPORT+PROPOSED+MASTER+PLAN+IMPROVEMENTS%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 Aviation Administration, Los Angeles, California; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - LOS ANGELES INTERNATIONAL AIRPORT PROPOSED MASTER PLAN IMPROVEMENTS, LOS ANGELES, LOS ANGELES COUNTY, CALIFORNIA.
AN  - 16358400; 11353
AB  - PURPOSE: The implementation of improvements to the Los Angeles International Airport, Los Angeles County, California is proposed. In 1996, the airport served 80 million passengers. By the year 2020, it is estimated that the airport will accommodate 157 million passengers. As the primary regional airport, the facility accommodated 75 percent of all air passengers in the Los Angeles area. Moreover, the airport is also the major international gateway for southern California, providing for international passenger and cargo transport. Four alternatives, including a No Action Alternative, were considered in the draft EIS of January 2001. Under Alternative A, a new runway would be added to the north airfield complex and two existing runways would be lengthened. All runways would be separated by greater distances. This alternative would differ from the other build options largely due to the fact that it would not develop the Manchester Square property acquired as part of the noise mitigation program. Alternative B would add a new runway to the south of the airfield compiles and to existing runways would be lengthened. All runways would be separated by greater distances. Under the preferred alternative (Alternative C), the number of runways would remain at four. Two existing runways would be moved, one runway widened, three runways lengthened, and all runways would be separated by greater distances. Under any action alternative, a new passenger terminal complex would be constructed at the west end of the airport on Pershing Drive; access to the terminal would be via Interstate 105 (I-105) and I-405 as well as via the Metropolitan Transportation Administration's railroad right-of-way adjacent to Florence Avenue and a connecting ring road. New midfield concourses would be connected to the west terminal and the existing central terminal by an automated people mover. New air cargo facilities would be built on newly acquired land east of the airport. A January 2001 supplement to the draft EIS considered a new alternative (Alternative D). The new alternative would emphasize enhanced safety and security while not expanding the passenger and cargo capacity of the airport beyond that which would occur under the No Action Alternative by the year 2015. Alternative D would provide for construction of new parallel and connecting taxiways between each pair of runways on both the north and south sides of the airport. In addition, the new alternative would involve construction of a ground transportation center, parking garages, a redeveloped central terminal area, a satellite concourse, a consolidated rental car facility, an automated people-move system, on-airport surface roads, a connection to the Los Angeles rapid rail transit system's Green Line station, and an Inter-modal transportation center. All four build alternatives were carried over for consideration in this final EIS. Alternative D has been selected as the preferred alternative. POSITIVE IMPACTS: The improvements proposed would respond to local and regional demand for air transportation thought the year 2015, taking into consideration the amount, type, location, and timing of demand. The project would also ensure that new investments in airport capacity were efficient and cost-effective, maximizing the return on existing infrastructure capital. The new facilities would sustain and advance the international trade component of the regional economy and the international commercial gateway role of the city of Los Angeles. The preferred alternative would reduce the total number of people exposed to aircraft noise above the 65 Community Noise Equivalent Level. Surface transportation in the immediate vicinity of and within the airport would improve significantly. NEGATIVE IMPACTS: Depending on the build alternative considered, the project would require acquisition of 77 to 345 acres of land, resulting in the displacement of 58 to 330 businesses, 154 to 2,083 hotel rooms, and up to 84 housing units; Alternative D would have the least impacts in each of these categories, including no housing displacements. Though the total number of persons affected by aircraft noise would decline, receptors currently unaffected by excessive noise levels would be exposed to such noise levels. Future increases in aviation at the airport would have a disproportionate impact on minority and low-income communities east of the airport. Increased emissions of air pollutants could have significant impacts throughout the South Coast Air Basin. Runoff from the airport would continue to flow into the Santa Monica Bay and the Dominguez Channel and levels of runoff would increase due to increase impervious surface. Six historic sites eligible for inclusion on the National Register of Historic Places could be affected. Construction of navigational aids could result in impacts on state-designated sensitive habitats and federally protected insect and shrimp species. Approximately 1.3 acres of federally protected wetland could be displaced. LEGAL MANDATES: Airport and Airway Improvements Act of 1982, as amended (P.L. 97-248), Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstracts of the draft EIS and the draft supplemental EIS, see 01-0103D, Volume 25, Number 2 and 03-0371D, Volume 27, Number 4, respectively.
JF  - EPA number: 050014, Volume A (Main Document)--301 pages, Volume A (Appendices)--1,231 pages and maps, CD-ROMs, January 14, 2005
PY  - 2005
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Air Quality
KW  - Air Quality Standards Violations
KW  - Biologic Assessments
KW  - Endangered Species (Animals)
KW  - Historic Sites
KW  - Insects
KW  - Minorities
KW  - Navigation Aids
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Shellfish
KW  - Terminal Facilities
KW  - Water Quality
KW  - Wetlands
KW  - Wildlife Habitat
KW  - California
KW  - Airport and Airway Improvements Act of 1982, Compliance
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Los Angeles, California; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: January 14, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - SR 823 PORTSMOUTH BYPASS PROJECT, SCIOTO COUNTY, OHIO.
AN  - 16349141; 11355
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 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 draft EIS 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 landlock 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 landlock 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).
JF  - EPA number: 050016, 266 pages and maps, January 14, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-OH-EIS-05-01-D
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
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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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - O'HARE INTERNATIONAL AIRPORT MODERNIZATION, CHICAGO, ILLINOIS.
AN  - 16343146; 11357
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 A0, are considered in this draft EIS. Plan implementation would begin in 2007 and the project would be completed in 2013. Master plan implementation has an estimated cost of $13,725 in 2002 dollars. 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, 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. Minority persons would disproportionately experience impacts. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050018, 1,031 pages and maps, January 14, 2005
PY  - 2005
KW  - Air Transportation
KW  - Airports
KW  - Aircraft Noise
KW  - Land Acquisitions
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Terminal Facilities
KW  - Transportation
KW  - Wetlands
KW  - Illinois
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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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 - Draft. Preparation date: January 14, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NEW RUNWAYS, TERMINAL FACILITIES, AND RELATED RACILITIES AT WASHINGTON DULLES INTERNATIONAL AIRPORT, DULLES, VIRGINIA. [Part 4 of 4]
T2  - NEW RUNWAYS, TERMINAL FACILITIES, AND RELATED RACILITIES AT WASHINGTON DULLES INTERNATIONAL AIRPORT, DULLES, VIRGINIA.
AN  - 36371797; 040279D-050011_0004
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 authorities 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 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 re-designated 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 re-designated Runway 12L/30R. The project would also include the construction of associated taxiways and nagivational 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 draft 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. Optimal 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.
JF  - EPA number: 050011, Volume 1--491 pages, Volume 2--631 pages, Volume 3--601 pages, Volume 4--167 pages, January 13, 2005
PY  - 2005
VL  - 4
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  - Socioeconomic Assessments
KW  - Streams
KW  - Terminal Facilities
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Surveys
KW  - Virginia
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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 - Draft. Preparation date: January 13, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NEW RUNWAYS, TERMINAL FACILITIES, AND RELATED RACILITIES AT WASHINGTON DULLES INTERNATIONAL AIRPORT, DULLES, VIRGINIA. [Part 1 of 4]
T2  - NEW RUNWAYS, TERMINAL FACILITIES, AND RELATED RACILITIES AT WASHINGTON DULLES INTERNATIONAL AIRPORT, DULLES, VIRGINIA.
AN  - 36370733; 040279D-050011_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 authorities 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 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 re-designated 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 re-designated Runway 12L/30R. The project would also include the construction of associated taxiways and nagivational 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 draft 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. Optimal 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.
JF  - EPA number: 050011, Volume 1--491 pages, Volume 2--631 pages, Volume 3--601 pages, Volume 4--167 pages, January 13, 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  - Socioeconomic Assessments
KW  - Streams
KW  - Terminal Facilities
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Surveys
KW  - Virginia
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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 - Draft. Preparation date: January 13, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NEW RUNWAYS, TERMINAL FACILITIES, AND RELATED RACILITIES AT WASHINGTON DULLES INTERNATIONAL AIRPORT, DULLES, VIRGINIA. [Part 2 of 4]
T2  - NEW RUNWAYS, TERMINAL FACILITIES, AND RELATED RACILITIES AT WASHINGTON DULLES INTERNATIONAL AIRPORT, DULLES, VIRGINIA.
AN  - 36369392; 040279D-050011_0002
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 authorities 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 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 re-designated 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 re-designated Runway 12L/30R. The project would also include the construction of associated taxiways and nagivational 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 draft 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. Optimal 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.
JF  - EPA number: 050011, Volume 1--491 pages, Volume 2--631 pages, Volume 3--601 pages, Volume 4--167 pages, January 13, 2005
PY  - 2005
VL  - 2
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  - Socioeconomic Assessments
KW  - Streams
KW  - Terminal Facilities
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Surveys
KW  - Virginia
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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 - Draft. Preparation date: January 13, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NEW RUNWAYS, TERMINAL FACILITIES, AND RELATED RACILITIES AT WASHINGTON DULLES INTERNATIONAL AIRPORT, DULLES, VIRGINIA. [Part 3 of 4]
T2  - NEW RUNWAYS, TERMINAL FACILITIES, AND RELATED RACILITIES AT WASHINGTON DULLES INTERNATIONAL AIRPORT, DULLES, VIRGINIA.
AN  - 36368366; 040279D-050011_0003
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 authorities 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 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 re-designated 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 re-designated Runway 12L/30R. The project would also include the construction of associated taxiways and nagivational 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 draft 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. Optimal 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.
JF  - EPA number: 050011, Volume 1--491 pages, Volume 2--631 pages, Volume 3--601 pages, Volume 4--167 pages, January 13, 2005
PY  - 2005
VL  - 3
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  - Socioeconomic Assessments
KW  - Streams
KW  - Terminal Facilities
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Surveys
KW  - Virginia
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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 - Draft. Preparation date: January 13, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - TRUNK HIGHWAY 371 IN CASS AND CROW WING COUNTIES, MINNESOTA. [Part 1 of 1]
T2  - TRUNK HIGHWAY 371 IN CASS AND CROW WING COUNTIES, MINNESOTA.
AN  - 36366114; 050413F-050013_0001
AB  - PURPOSE: Construction of a 17-mile four-lane limited access highway within the Trunk Highway (TH) 371 corridor from the intersection of Crow Wing County Road 18 in Nisswa to the intersection of Cass County Road 2/42 in Pine River. TH 371 is a major north-south highway providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. The facility also serves as an important economic connector connecting regional trade centers. Tourist travel along this segment of TH 371 creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility. Other highway characteristics demonstrating the need for the project includes high crash ranges, a large number of direct access points, pedestrian safety concerns, and heavy traffic congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) are considered in this abbreviated final EIS, which primarily provides changes in the draft EIS and responses to comments on the draft. Alternative 2, which is the preferred alternative, would use the existing alignment throughout the project. All other build alternatives would use the existing alignment for the most part, though alternatives 3 and 4 would provide a bypass around Pequot Lakes and alternatives 4 and 5 would provide a bypass around Jenkins. Benefit cost ratios range from 2.4 to 3.7. Cost of the preferred alternative is $59.9 million. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improving community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routesthat use roadway within the project corridor area. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements, ranging from 166 to 416 acres, could result in significant impacts to community cohesion in Nisswa, Pequot, Lakes, Jenkins, and Pine River. Several churches, parks, and other community resource sites could be affected. All build alternatives would affect Bobberland Park in Pequot Lakes, though no parkland would be acquired, and Paul Bunyan Trail would be impacted. All build alternatives would require relocation or utility lines and disruption of some local and regional utility services. Four or five historically significant sites would be directly and/or directly degraded. Numerous hazardous waste sites would lie within any corridor alternative selected. Traffic-generated noise levels would exceed federal daytime standards in the vicinity of 120 to 141 residential receptor sites and federal nighttime standards in the vicinity of 195 to 311 residential receptor sites. All alternatives would affect floodplains associated with Pine River, Nisswa Creek, and Hay Creek. The project would displace 11.28 to 29.07 acres of wetlands. One nesting site for the federally protected bald eagle could be affected. Two farmland areas of statewide importance would be encountered by all alignments, resulting in possible loss of 7.3 acres of farmland. Highway structures would mar visual aesthetics in 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.) PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0220D, Volume 28, Number 2.
JF  - EPA number: 050013, Final EIS--201 pages ad maps, Draft EIS--177 pages and maps, January 13, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-F
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, St. Paul, Minnesota; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: January 13, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - TRUNK HIGHWAY 371 IN CASS AND CROW WING COUNTIES, MINNESOTA.
AN  - 16359777; 11352
AB  - PURPOSE: Construction of a 17-mile four-lane limited access highway within the Trunk Highway (TH) 371 corridor from the intersection of Crow Wing County Road 18 in Nisswa to the intersection of Cass County Road 2/42 in Pine River. TH 371 is a major north-south highway providing important links from US 10 and the Twin Cities metropolitan area, north to the Central Lakes Region of Minnesota. The facility also serves as an important economic connector connecting regional trade centers. Tourist travel along this segment of TH 371 creates high seasonal peaks that commonly cause substantial travel delays and unsafe driving conditions. The existing two-lane highway does not meet design standards for the type and volume of traffic carried by the facility. Other highway characteristics demonstrating the need for the project includes high crash ranges, a large number of direct access points, pedestrian safety concerns, and heavy traffic congestion. Four alignment alternatives and a No-Build Alternative (Alternative 1) are considered in this abbreviated final EIS, which primarily provides changes in the draft EIS and responses to comments on the draft. Alternative 2, which is the preferred alternative, would use the existing alignment throughout the project. All other build alternatives would use the existing alignment for the most part, though alternatives 3 and 4 would provide a bypass around Pequot Lakes and alternatives 4 and 5 would provide a bypass around Jenkins. Benefit cost ratios range from 2.4 to 3.7. Cost of the preferred alternative is $59.9 million. POSITIVE IMPACTS: The project would improve travel and enhance safety within the corridor, particularly during peak vacation seasons. The bypass segments would separate local and regional travel and improving community cohesion in the affected areas. Improved traffic operations would decrease transit travel times on routesthat use roadway within the project corridor area. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements, ranging from 166 to 416 acres, could result in significant impacts to community cohesion in Nisswa, Pequot, Lakes, Jenkins, and Pine River. Several churches, parks, and other community resource sites could be affected. All build alternatives would affect Bobberland Park in Pequot Lakes, though no parkland would be acquired, and Paul Bunyan Trail would be impacted. All build alternatives would require relocation or utility lines and disruption of some local and regional utility services. Four or five historically significant sites would be directly and/or directly degraded. Numerous hazardous waste sites would lie within any corridor alternative selected. Traffic-generated noise levels would exceed federal daytime standards in the vicinity of 120 to 141 residential receptor sites and federal nighttime standards in the vicinity of 195 to 311 residential receptor sites. All alternatives would affect floodplains associated with Pine River, Nisswa Creek, and Hay Creek. The project would displace 11.28 to 29.07 acres of wetlands. One nesting site for the federally protected bald eagle could be affected. Two farmland areas of statewide importance would be encountered by all alignments, resulting in possible loss of 7.3 acres of farmland. Highway structures would mar visual aesthetics in 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.) PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0220D, Volume 28, Number 2.
JF  - EPA number: 050013, Final EIS--201 pages ad maps, Draft EIS--177 pages and maps, January 13, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-MN-EIS-03-01-F
KW  - Birds
KW  - Creeks
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Trails
KW  - Visual Resources
KW  - Wetlands
KW  - Minnesota
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
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=TRUNK+HIGHWAY+371+IN+CASS+AND+CROW+WING+COUNTIES%2C+MINNESOTA.&rft.title=TRUNK+HIGHWAY+371+IN+CASS+AND+CROW+WING+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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: January 13, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - NEW RUNWAYS, TERMINAL FACILITIES, AND RELATED RACILITIES AT WASHINGTON DULLES INTERNATIONAL AIRPORT, DULLES, VIRGINIA.
AN  - 16359736; 11350
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 authorities 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 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 re-designated 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 re-designated Runway 12L/30R. The project would also include the construction of associated taxiways and nagivational 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 draft 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. Optimal 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.
JF  - EPA number: 050011, Volume 1--491 pages, Volume 2--631 pages, Volume 3--601 pages, Volume 4--167 pages, January 13, 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  - Socioeconomic Assessments
KW  - Streams
KW  - Terminal Facilities
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Surveys
KW  - Virginia
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-13&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+VIRGINIA.&rft.title=NEW+RUNWAYS%2C+TERMINAL+FACILITIES%2C+AND+RELATED+RACILITIES+AT+WASHINGTON+DULLES+INTERNATIONAL+AIRPORT%2C+DULLES%2C+VIRGINIA.&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 - Draft. Preparation date: January 13, 2005
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. [Part 2 of 4]
T2  - EAST-WEST CORRIDOR HIGHWAY COMPONENT, I-310/AIRPORT TO CBD, JEFFERSON, ORLEANS, AND ST. CHARLES PARISHES, LOUISIANA.
AN  - 36385942; 11878-060008_0002
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 thee existing facility and the elimination of signalized interjections. 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 draft 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).
JF  - EPA number: 060008, 376 pages and maps, January 9, 2005
PY  - 2005
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-05-06-D
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: January 9, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - EAST-WEST CORRIDOR HIGHWAY COMPONENT, I-310/AIRPORT TO CBD, JEFFERSON, ORLEANS, AND ST. CHARLES PARISHES, LOUISIANA. [Part 3 of 4]
T2  - EAST-WEST CORRIDOR HIGHWAY COMPONENT, I-310/AIRPORT TO CBD, JEFFERSON, ORLEANS, AND ST. CHARLES PARISHES, LOUISIANA.
AN  - 36378005; 11878-060008_0003
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 thee existing facility and the elimination of signalized interjections. 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 draft 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).
JF  - EPA number: 060008, 376 pages and maps, January 9, 2005
PY  - 2005
VL  - 3
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-05-06-D
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: January 9, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - EAST-WEST CORRIDOR HIGHWAY COMPONENT, I-310/AIRPORT TO CBD, JEFFERSON, ORLEANS, AND ST. CHARLES PARISHES, LOUISIANA. [Part 1 of 4]
T2  - EAST-WEST CORRIDOR HIGHWAY COMPONENT, I-310/AIRPORT TO CBD, JEFFERSON, ORLEANS, AND ST. CHARLES PARISHES, LOUISIANA.
AN  - 36375012; 11878-060008_0001
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 thee existing facility and the elimination of signalized interjections. 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 draft 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).
JF  - EPA number: 060008, 376 pages and maps, January 9, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-05-06-D
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: January 9, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - EAST-WEST CORRIDOR HIGHWAY COMPONENT, I-310/AIRPORT TO CBD, JEFFERSON, ORLEANS, AND ST. CHARLES PARISHES, LOUISIANA. [Part 4 of 4]
T2  - EAST-WEST CORRIDOR HIGHWAY COMPONENT, I-310/AIRPORT TO CBD, JEFFERSON, ORLEANS, AND ST. CHARLES PARISHES, LOUISIANA.
AN  - 36371227; 11878-060008_0004
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 thee existing facility and the elimination of signalized interjections. 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 draft 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).
JF  - EPA number: 060008, 376 pages and maps, January 9, 2005
PY  - 2005
VL  - 4
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-05-06-D
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/36371227?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Baton Rouge, Louisiana; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: January 9, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 70 CORRIDOR, SECTION OF INDEPENDENT UTILITY 7, MONTGOMERY, WARREN, AND ST CHARLES COUNTIES, JUST WEST OF ROUTE 189 (MILEPOST 174) TO LAKE ST. LOUIS BOULEVARD (MILEPOST 214), MISSOURI.
AN  - 36443216; 11346
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 Stats. 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 o 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 $103.2 million and $671.2 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.
JF  - EPA number: 050007, 388 pages and maps, January 7, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-04-01-D
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
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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 - Draft. Preparation date: January 7, 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 INDEPENDENT UTILITY NUMBER 4). [Part 5 of 9]
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 INDEPENDENT UTILITY NUMBER 4).
AN  - 36369132; 050411D-050006_0005
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 draft 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 requirement so f 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 Stats. 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 $134.9 million and $469.6 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 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 1, respectively.
JF  - EPA number: 050006, 567 pages and maps, January 7, 2005
PY  - 2005
VL  - 5
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-04-01-D
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
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-07&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+INDEPENDENT+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+INDEPENDENT+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: January 7, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERSTATE 70 CORRIDOR, SECTION OF INDEPENDENT UTILITY 7, MONTGOMERY, WARREN, AND ST CHARLES COUNTIES, JUST 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 7, MONTGOMERY, WARREN, AND ST CHARLES COUNTIES, JUST WEST OF ROUTE 189 (MILEPOST 174) TO LAKE ST. LOUIS BOULEVARD (MILEPOST 214), MISSOURI.
AN  - 36369128; 050412D-050007_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 Stats. 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 o 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 $103.2 million and $671.2 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.
JF  - EPA number: 050007, 388 pages and maps, January 7, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-04-01-D
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
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-07&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=INTERSTATE+70+CORRIDOR%2C+SECTION+OF+INDEPENDENT+UTILITY+7%2C+MONTGOMERY%2C+WARREN%2C+AND+ST+CHARLES+COUNTIES%2C+JUST+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+7%2C+MONTGOMERY%2C+WARREN%2C+AND+ST+CHARLES+COUNTIES%2C+JUST+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: January 7, 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 INDEPENDENT UTILITY NUMBER 4). [Part 2 of 9]
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 INDEPENDENT UTILITY NUMBER 4).
AN  - 36367746; 050411D-050006_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 draft 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 requirement so f 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 Stats. 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 $134.9 million and $469.6 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 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 1, respectively.
JF  - EPA number: 050006, 567 pages and maps, January 7, 2005
PY  - 2005
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-04-01-D
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/36367746?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-07&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+INDEPENDENT+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+INDEPENDENT+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: January 7, 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 INDEPENDENT UTILITY NUMBER 4). [Part 8 of 9]
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 INDEPENDENT UTILITY NUMBER 4).
AN  - 36367619; 050411D-050006_0008
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 draft 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 requirement so f 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 Stats. 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 $134.9 million and $469.6 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 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 1, respectively.
JF  - EPA number: 050006, 567 pages and maps, January 7, 2005
PY  - 2005
VL  - 8
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-04-01-D
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/36367619?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-07&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+INDEPENDENT+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+INDEPENDENT+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: January 7, 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 INDEPENDENT UTILITY NUMBER 4). [Part 7 of 9]
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 INDEPENDENT UTILITY NUMBER 4).
AN  - 36367096; 050411D-050006_0007
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 draft 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 requirement so f 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 Stats. 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 $134.9 million and $469.6 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 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 1, respectively.
JF  - EPA number: 050006, 567 pages and maps, January 7, 2005
PY  - 2005
VL  - 7
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-04-01-D
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/36367096?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-07&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+INDEPENDENT+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+INDEPENDENT+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: January 7, 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 INDEPENDENT UTILITY NUMBER 4). [Part 6 of 9]
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 INDEPENDENT UTILITY NUMBER 4).
AN  - 36367053; 050411D-050006_0006
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 draft 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 requirement so f 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 Stats. 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 $134.9 million and $469.6 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 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 1, respectively.
JF  - EPA number: 050006, 567 pages and maps, January 7, 2005
PY  - 2005
VL  - 6
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-04-01-D
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/36367053?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-07&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+INDEPENDENT+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+INDEPENDENT+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: January 7, 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 INDEPENDENT UTILITY NUMBER 4). [Part 9 of 9]
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 INDEPENDENT UTILITY NUMBER 4).
AN  - 36365994; 050411D-050006_0009
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 draft 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 requirement so f 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 Stats. 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 $134.9 million and $469.6 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 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 1, respectively.
JF  - EPA number: 050006, 567 pages and maps, January 7, 2005
PY  - 2005
VL  - 9
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-04-01-D
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/36365994?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-07&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+INDEPENDENT+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+INDEPENDENT+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: January 7, 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 INDEPENDENT UTILITY NUMBER 4). [Part 1 of 9]
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 INDEPENDENT UTILITY NUMBER 4).
AN  - 36365928; 050411D-050006_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 draft 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 requirement so f 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 Stats. 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 $134.9 million and $469.6 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 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 1, respectively.
JF  - EPA number: 050006, 567 pages and maps, January 7, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-04-01-D
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/36365928?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-07&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+INDEPENDENT+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+INDEPENDENT+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: January 7, 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 INDEPENDENT UTILITY NUMBER 4). [Part 4 of 9]
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 INDEPENDENT UTILITY NUMBER 4).
AN  - 36365170; 050411D-050006_0004
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 draft 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 requirement so f 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 Stats. 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 $134.9 million and $469.6 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 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 1, respectively.
JF  - EPA number: 050006, 567 pages and maps, January 7, 2005
PY  - 2005
VL  - 4
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-04-01-D
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/36365170?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-07&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+INDEPENDENT+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+INDEPENDENT+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: January 7, 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 INDEPENDENT UTILITY NUMBER 4). [Part 3 of 9]
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 INDEPENDENT UTILITY NUMBER 4).
AN  - 36365116; 050411D-050006_0003
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 draft 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 requirement so f 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 Stats. 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 $134.9 million and $469.6 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 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 1, respectively.
JF  - EPA number: 050006, 567 pages and maps, January 7, 2005
PY  - 2005
VL  - 3
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-04-01-D
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/36365116?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-07&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+INDEPENDENT+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+INDEPENDENT+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 - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: January 7, 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 INDEPENDENT UTILITY NUMBER 4).
AN  - 16346962; 11345
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 draft 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 requirement so f 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 Stats. 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 $134.9 million and $469.6 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 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 1, respectively.
JF  - EPA number: 050006, 567 pages and maps, January 7, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-MO-EIS-04-01-D
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
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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 - Draft. Preparation date: January 7, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - UPPER DESCHUTES RESOURCE MANAGEMENT PLAN, JEFFERSON, KLAMATH, DESCHUTES, AND CROOK COUNTIES, OREGON. [Part 3 of 3]
T2  - UPPER DESCHUTES RESOURCE MANAGEMENT PLAN, JEFFERSON, KLAMATH, DESCHUTES, AND CROOK COUNTIES, OREGON.
AN  - 36369191; 050342F-050010_0003
AB  - PURPOSE: The revision of the Brothers/La Pine and the Two Rivers resource management plans to address resources in the 404,000-acre Upper Deschutes Resource Management Area of Jefferson, Klamath, Deschutes, and Crook counties, Oregon is proposed. Most of the area under consideration lies within Deschutes County (57 percent) and Crook County (36 percent). Key issues identified during scoping include those related to ecosystem health, land uses, recreation resources, transportation and utility corridors, land ownership, public health and safety, archaeological resources, and socioeconomic values. Seven alternatives, including a No Action Alternative (Alternative 1), which would perpetuate the current management regime, are considered in this final EIS. The preferred alternative (Alternative 7) would combine features of all other alternatives, placing an emphasis on wildlife habitat enhancement in the southeast or rural portion of the planning area, but also permitting year-round motorized use in much of that area. The alternative would focus on the separation of recreational uses over shared uses and the distribution of recreation areas relatively equally across the planning area. POSITIVE IMPACTS: The preferred alternative would build on areas of consensus established during the planning period and reflect a balance of uses that would meet the needs of local communities as well as national mandates for management of public lands. The plan would provide a mix of management emphases that provide for the needs related to the individual identities and social and economic values of local communities. The long-term military training needs of the Oregon National Guard would also be met, and management of livestock grazing would occur via a flexible framework that responds to conflicts and demands. Mineral resources development would be accommodated as appropriate. Recreational opportunities would be provided for both motorized and mono-motorized recreationists. Wildlife and recreation management objectives would be fully integrated. Scientific approaches to ecosystem management would be adopted, and an aggressive approach to the management of hazardous fuels in the urban interface would be implemented. NEGATIVE IMPACTS: Management activities and road construction would result in the loss of vegetation and the associated wildlife habitat and disturbance of soils, increasing sediment loads in receiving surface flows in the short-term. Conflicts between recreationists and exploitative resource users would continue in some areas. LEGAL MANDATES: 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 04-0148D, Volume 28, Number 2.
JF  - EPA number: 050010, Volume 1--378 pages, Volume 2-568 pages, Volume 3--246 pages, Map Supplement, January 5, 2005
PY  - 2005
VL  - 3
KW  - Parks, Refuges and Forests
KW  - Agency number: BLM/OR/WA/PL-03/047+1792
KW  - Archaeological Sites
KW  - Fire Prevention
KW  - Forests
KW  - Land Management
KW  - Land Use
KW  - Military Facilities (Army)
KW  - Military Operations (Army)
KW  - Mineral Resources Management
KW  - Motor Vehicles
KW  - Recreation Resources Management
KW  - Safety
KW  - Transmission Lines
KW  - Transportation
KW  - Vegetation
KW  - Visual Resources Surveys
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Oregon
KW  - Upper Deschutes Resource Management Area
KW  - Federal Land Policy and Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-05&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=UPPER+DESCHUTES+RESOURCE+MANAGEMENT+PLAN%2C+JEFFERSON%2C+KLAMATH%2C+DESCHUTES%2C+AND+CROOK+COUNTIES%2C+OREGON.&rft.title=UPPER+DESCHUTES+RESOURCE+MANAGEMENT+PLAN%2C+JEFFERSON%2C+KLAMATH%2C+DESCHUTES%2C+AND+CROOK+COUNTIES%2C+OREGON.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Land Management, Prineville, Oregon; DOI
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: January 5, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - UPPER DESCHUTES RESOURCE MANAGEMENT PLAN, JEFFERSON, KLAMATH, DESCHUTES, AND CROOK COUNTIES, OREGON. [Part 2 of 3]
T2  - UPPER DESCHUTES RESOURCE MANAGEMENT PLAN, JEFFERSON, KLAMATH, DESCHUTES, AND CROOK COUNTIES, OREGON.
AN  - 36367193; 050342F-050010_0002
AB  - PURPOSE: The revision of the Brothers/La Pine and the Two Rivers resource management plans to address resources in the 404,000-acre Upper Deschutes Resource Management Area of Jefferson, Klamath, Deschutes, and Crook counties, Oregon is proposed. Most of the area under consideration lies within Deschutes County (57 percent) and Crook County (36 percent). Key issues identified during scoping include those related to ecosystem health, land uses, recreation resources, transportation and utility corridors, land ownership, public health and safety, archaeological resources, and socioeconomic values. Seven alternatives, including a No Action Alternative (Alternative 1), which would perpetuate the current management regime, are considered in this final EIS. The preferred alternative (Alternative 7) would combine features of all other alternatives, placing an emphasis on wildlife habitat enhancement in the southeast or rural portion of the planning area, but also permitting year-round motorized use in much of that area. The alternative would focus on the separation of recreational uses over shared uses and the distribution of recreation areas relatively equally across the planning area. POSITIVE IMPACTS: The preferred alternative would build on areas of consensus established during the planning period and reflect a balance of uses that would meet the needs of local communities as well as national mandates for management of public lands. The plan would provide a mix of management emphases that provide for the needs related to the individual identities and social and economic values of local communities. The long-term military training needs of the Oregon National Guard would also be met, and management of livestock grazing would occur via a flexible framework that responds to conflicts and demands. Mineral resources development would be accommodated as appropriate. Recreational opportunities would be provided for both motorized and mono-motorized recreationists. Wildlife and recreation management objectives would be fully integrated. Scientific approaches to ecosystem management would be adopted, and an aggressive approach to the management of hazardous fuels in the urban interface would be implemented. NEGATIVE IMPACTS: Management activities and road construction would result in the loss of vegetation and the associated wildlife habitat and disturbance of soils, increasing sediment loads in receiving surface flows in the short-term. Conflicts between recreationists and exploitative resource users would continue in some areas. LEGAL MANDATES: 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 04-0148D, Volume 28, Number 2.
JF  - EPA number: 050010, Volume 1--378 pages, Volume 2-568 pages, Volume 3--246 pages, Map Supplement, January 5, 2005
PY  - 2005
VL  - 2
KW  - Parks, Refuges and Forests
KW  - Agency number: BLM/OR/WA/PL-03/047+1792
KW  - Archaeological Sites
KW  - Fire Prevention
KW  - Forests
KW  - Land Management
KW  - Land Use
KW  - Military Facilities (Army)
KW  - Military Operations (Army)
KW  - Mineral Resources Management
KW  - Motor Vehicles
KW  - Recreation Resources Management
KW  - Safety
KW  - Transmission Lines
KW  - Transportation
KW  - Vegetation
KW  - Visual Resources Surveys
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Oregon
KW  - Upper Deschutes Resource Management Area
KW  - Federal Land Policy and Management Act of 1976, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Land Management, Prineville, Oregon; DOI
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: January 5, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - UPPER DESCHUTES RESOURCE MANAGEMENT PLAN, JEFFERSON, KLAMATH, DESCHUTES, AND CROOK COUNTIES, OREGON. [Part 1 of 3]
T2  - UPPER DESCHUTES RESOURCE MANAGEMENT PLAN, JEFFERSON, KLAMATH, DESCHUTES, AND CROOK COUNTIES, OREGON.
AN  - 36367126; 050342F-050010_0001
AB  - PURPOSE: The revision of the Brothers/La Pine and the Two Rivers resource management plans to address resources in the 404,000-acre Upper Deschutes Resource Management Area of Jefferson, Klamath, Deschutes, and Crook counties, Oregon is proposed. Most of the area under consideration lies within Deschutes County (57 percent) and Crook County (36 percent). Key issues identified during scoping include those related to ecosystem health, land uses, recreation resources, transportation and utility corridors, land ownership, public health and safety, archaeological resources, and socioeconomic values. Seven alternatives, including a No Action Alternative (Alternative 1), which would perpetuate the current management regime, are considered in this final EIS. The preferred alternative (Alternative 7) would combine features of all other alternatives, placing an emphasis on wildlife habitat enhancement in the southeast or rural portion of the planning area, but also permitting year-round motorized use in much of that area. The alternative would focus on the separation of recreational uses over shared uses and the distribution of recreation areas relatively equally across the planning area. POSITIVE IMPACTS: The preferred alternative would build on areas of consensus established during the planning period and reflect a balance of uses that would meet the needs of local communities as well as national mandates for management of public lands. The plan would provide a mix of management emphases that provide for the needs related to the individual identities and social and economic values of local communities. The long-term military training needs of the Oregon National Guard would also be met, and management of livestock grazing would occur via a flexible framework that responds to conflicts and demands. Mineral resources development would be accommodated as appropriate. Recreational opportunities would be provided for both motorized and mono-motorized recreationists. Wildlife and recreation management objectives would be fully integrated. Scientific approaches to ecosystem management would be adopted, and an aggressive approach to the management of hazardous fuels in the urban interface would be implemented. NEGATIVE IMPACTS: Management activities and road construction would result in the loss of vegetation and the associated wildlife habitat and disturbance of soils, increasing sediment loads in receiving surface flows in the short-term. Conflicts between recreationists and exploitative resource users would continue in some areas. LEGAL MANDATES: 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 04-0148D, Volume 28, Number 2.
JF  - EPA number: 050010, Volume 1--378 pages, Volume 2-568 pages, Volume 3--246 pages, Map Supplement, January 5, 2005
PY  - 2005
VL  - 1
KW  - Parks, Refuges and Forests
KW  - Agency number: BLM/OR/WA/PL-03/047+1792
KW  - Archaeological Sites
KW  - Fire Prevention
KW  - Forests
KW  - Land Management
KW  - Land Use
KW  - Military Facilities (Army)
KW  - Military Operations (Army)
KW  - Mineral Resources Management
KW  - Motor Vehicles
KW  - Recreation Resources Management
KW  - Safety
KW  - Transmission Lines
KW  - Transportation
KW  - Vegetation
KW  - Visual Resources Surveys
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Oregon
KW  - Upper Deschutes Resource Management Area
KW  - Federal Land Policy and Management Act of 1976, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Land Management, Prineville, Oregon; DOI
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: January 5, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - UPPER DESCHUTES RESOURCE MANAGEMENT PLAN, JEFFERSON, KLAMATH, DESCHUTES, AND CROOK COUNTIES, OREGON.
AN  - 16357909; 11349
AB  - PURPOSE: The revision of the Brothers/La Pine and the Two Rivers resource management plans to address resources in the 404,000-acre Upper Deschutes Resource Management Area of Jefferson, Klamath, Deschutes, and Crook counties, Oregon is proposed. Most of the area under consideration lies within Deschutes County (57 percent) and Crook County (36 percent). Key issues identified during scoping include those related to ecosystem health, land uses, recreation resources, transportation and utility corridors, land ownership, public health and safety, archaeological resources, and socioeconomic values. Seven alternatives, including a No Action Alternative (Alternative 1), which would perpetuate the current management regime, are considered in this final EIS. The preferred alternative (Alternative 7) would combine features of all other alternatives, placing an emphasis on wildlife habitat enhancement in the southeast or rural portion of the planning area, but also permitting year-round motorized use in much of that area. The alternative would focus on the separation of recreational uses over shared uses and the distribution of recreation areas relatively equally across the planning area. POSITIVE IMPACTS: The preferred alternative would build on areas of consensus established during the planning period and reflect a balance of uses that would meet the needs of local communities as well as national mandates for management of public lands. The plan would provide a mix of management emphases that provide for the needs related to the individual identities and social and economic values of local communities. The long-term military training needs of the Oregon National Guard would also be met, and management of livestock grazing would occur via a flexible framework that responds to conflicts and demands. Mineral resources development would be accommodated as appropriate. Recreational opportunities would be provided for both motorized and mono-motorized recreationists. Wildlife and recreation management objectives would be fully integrated. Scientific approaches to ecosystem management would be adopted, and an aggressive approach to the management of hazardous fuels in the urban interface would be implemented. NEGATIVE IMPACTS: Management activities and road construction would result in the loss of vegetation and the associated wildlife habitat and disturbance of soils, increasing sediment loads in receiving surface flows in the short-term. Conflicts between recreationists and exploitative resource users would continue in some areas. LEGAL MANDATES: 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 04-0148D, Volume 28, Number 2.
JF  - EPA number: 050010, Volume 1--378 pages, Volume 2-568 pages, Volume 3--246 pages, Map Supplement, January 5, 2005
PY  - 2005
KW  - Parks, Refuges and Forests
KW  - Agency number: BLM/OR/WA/PL-03/047+1792
KW  - Archaeological Sites
KW  - Fire Prevention
KW  - Forests
KW  - Land Management
KW  - Land Use
KW  - Military Facilities (Army)
KW  - Military Operations (Army)
KW  - Mineral Resources Management
KW  - Motor Vehicles
KW  - Recreation Resources Management
KW  - Safety
KW  - Transmission Lines
KW  - Transportation
KW  - Vegetation
KW  - Visual Resources Surveys
KW  - Wildlife Habitat
KW  - Wildlife Management
KW  - Oregon
KW  - Upper Deschutes Resource Management Area
KW  - Federal Land Policy and Management Act of 1976, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Interior, Bureau of Land Management, Prineville, Oregon; DOI
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: January 5, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - PENNS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY.
AN  - 36440856; 11340
AB  - PURPOSE: The improvement of sections 2S and 3J of the US 1 corridor in the West Windsor Township of Mercer County and the Plainsboro Township of Middlesex County, New Jersey is proposed. For the past 20 years the project study area has seen robust growth in both employment and population; employment rolls have grown by 94 percent, while the population has growth by 81 percent. For the most part, land use patterns in the study area are decentralized and auto-oriented. The congested roadway network serving the area is marred by discontinuous roads, the absence of a robust grid patterns, and the absence of grade separations. Alternatives considered in this final EIS include a No Action Alternative, a travel demand management alternative, two rapid rail transit improvement alternatives, alternatives that would involve improvement of existing bus services and creation of a comprehensive jitney/shuttle system, and alternatives that would involve various road-based capacity improvements. The preferred alternative would include the following major components: Route 1 in-a-cut at Washington Road with Washington Road crossing over Route 1 at its existing grade and a new single-point interchange at Washington Road; a new grade-separated single-point interchange in the vicinity of Harrison Street connecting the new Harrison Street interchange with existing Harrison Street in the vicinity of the D&R Canal crossing; a one-way frontage road system on both sides of Route 1 between Washington Road and the new Harrison Street interchange, with two travel lanes in each direction; and a Vaughn Drive connector road located west of existing Station Drive to connect Washington Road and Vaughn Drive. Other lesser modifications and improvements would be made throughout the corridor. POSITIVE IMPACTS: The project would address traffic congestion, mobility constraints, and safety concerns on US 1 and east-west cross streets in the Penns Neck area of the Windsor Township and its environs. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of 0.18 acre of wetlands and 1.22 acres of floodplain. Impervious surface would increase by 28.2 acres. The facility would lie within or near habitat for the federally protected bald eagle and long-eared owl. Four archaeological sites and 13 historic structures and four associated historic districts are located within the study area. Certain local neighborhoods would suffer traffic-related congestion impacts. Park visitors would experience higher traffic-generated noise levels, and the highway facilities would mar visual aesthetics at some such locations. Construction workers would encounter one to several sites containing hazardous materials. LEGAL MANDATES: 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 03-0463D, Volume 27, Number 4.
JF  - EPA number: 050001, 1,187 pages and maps, January 3, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-NJ-EIS-03-01-F
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Archaeological Sites Surveys
KW  - Biologic Assessments
KW  - Birds
KW  - Cultural Resources Assessments
KW  - Endangered Species (Animals)
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Parks
KW  - Recreation Facilities
KW  - Roads
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Surveys
KW  - New Jersey
KW  - Department of Transportation Act of 1966, Archaeological Sites
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36440856?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PENNS+NECK+AREA%2C+ROUTE+1%2C+SECTION+2S+AND+3J%2C+WEST+WINDSOR+TOWNSHIP%2C+MERCER+COUNTY%2C+NEW+JERSEY+AND+PLAINSBORO+TOWNSHIP%2C+MIDDLESEX+COUNTY%2C+NEW+JERSEY.&rft.title=PENNS+NECK+AREA%2C+ROUTE+1%2C+SECTION+2S+AND+3J%2C+WEST+WINDSOR+TOWNSHIP%2C+MERCER+COUNTY%2C+NEW+JERSEY+AND+PLAINSBORO+TOWNSHIP%2C+MIDDLESEX+COUNTY%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Trenton, New Jersey; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: January 3, 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - PENNS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. [Part 2 of 5]
T2  - PENNS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY.
AN  - 36391689; 11340-050001_0002
AB  - PURPOSE: The improvement of sections 2S and 3J of the US 1 corridor in the West Windsor Township of Mercer County and the Plainsboro Township of Middlesex County, New Jersey is proposed. For the past 20 years the project study area has seen robust growth in both employment and population; employment rolls have grown by 94 percent, while the population has growth by 81 percent. For the most part, land use patterns in the study area are decentralized and auto-oriented. The congested roadway network serving the area is marred by discontinuous roads, the absence of a robust grid patterns, and the absence of grade separations. Alternatives considered in this final EIS include a No Action Alternative, a travel demand management alternative, two rapid rail transit improvement alternatives, alternatives that would involve improvement of existing bus services and creation of a comprehensive jitney/shuttle system, and alternatives that would involve various road-based capacity improvements. The preferred alternative would include the following major components: Route 1 in-a-cut at Washington Road with Washington Road crossing over Route 1 at its existing grade and a new single-point interchange at Washington Road; a new grade-separated single-point interchange in the vicinity of Harrison Street connecting the new Harrison Street interchange with existing Harrison Street in the vicinity of the D&R Canal crossing; a one-way frontage road system on both sides of Route 1 between Washington Road and the new Harrison Street interchange, with two travel lanes in each direction; and a Vaughn Drive connector road located west of existing Station Drive to connect Washington Road and Vaughn Drive. Other lesser modifications and improvements would be made throughout the corridor. POSITIVE IMPACTS: The project would address traffic congestion, mobility constraints, and safety concerns on US 1 and east-west cross streets in the Penns Neck area of the Windsor Township and its environs. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of 0.18 acre of wetlands and 1.22 acres of floodplain. Impervious surface would increase by 28.2 acres. The facility would lie within or near habitat for the federally protected bald eagle and long-eared owl. Four archaeological sites and 13 historic structures and four associated historic districts are located within the study area. Certain local neighborhoods would suffer traffic-related congestion impacts. Park visitors would experience higher traffic-generated noise levels, and the highway facilities would mar visual aesthetics at some such locations. Construction workers would encounter one to several sites containing hazardous materials. LEGAL MANDATES: 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 03-0463D, Volume 27, Number 4.
JF  - EPA number: 050001, 1,187 pages and maps, January 3, 2005
PY  - 2005
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-NJ-EIS-03-01-F
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Archaeological Sites Surveys
KW  - Biologic Assessments
KW  - Birds
KW  - Cultural Resources Assessments
KW  - Endangered Species (Animals)
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Parks
KW  - Recreation Facilities
KW  - Roads
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Surveys
KW  - New Jersey
KW  - Department of Transportation Act of 1966, Archaeological Sites
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36391689?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PENNS+NECK+AREA%2C+ROUTE+1%2C+SECTION+2S+AND+3J%2C+WEST+WINDSOR+TOWNSHIP%2C+MERCER+COUNTY%2C+NEW+JERSEY+AND+PLAINSBORO+TOWNSHIP%2C+MIDDLESEX+COUNTY%2C+NEW+JERSEY.&rft.title=PENNS+NECK+AREA%2C+ROUTE+1%2C+SECTION+2S+AND+3J%2C+WEST+WINDSOR+TOWNSHIP%2C+MERCER+COUNTY%2C+NEW+JERSEY+AND+PLAINSBORO+TOWNSHIP%2C+MIDDLESEX+COUNTY%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Trenton, New Jersey; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: January 3, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PENNS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. [Part 4 of 5]
T2  - PENNS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY.
AN  - 36389691; 11340-050001_0004
AB  - PURPOSE: The improvement of sections 2S and 3J of the US 1 corridor in the West Windsor Township of Mercer County and the Plainsboro Township of Middlesex County, New Jersey is proposed. For the past 20 years the project study area has seen robust growth in both employment and population; employment rolls have grown by 94 percent, while the population has growth by 81 percent. For the most part, land use patterns in the study area are decentralized and auto-oriented. The congested roadway network serving the area is marred by discontinuous roads, the absence of a robust grid patterns, and the absence of grade separations. Alternatives considered in this final EIS include a No Action Alternative, a travel demand management alternative, two rapid rail transit improvement alternatives, alternatives that would involve improvement of existing bus services and creation of a comprehensive jitney/shuttle system, and alternatives that would involve various road-based capacity improvements. The preferred alternative would include the following major components: Route 1 in-a-cut at Washington Road with Washington Road crossing over Route 1 at its existing grade and a new single-point interchange at Washington Road; a new grade-separated single-point interchange in the vicinity of Harrison Street connecting the new Harrison Street interchange with existing Harrison Street in the vicinity of the D&R Canal crossing; a one-way frontage road system on both sides of Route 1 between Washington Road and the new Harrison Street interchange, with two travel lanes in each direction; and a Vaughn Drive connector road located west of existing Station Drive to connect Washington Road and Vaughn Drive. Other lesser modifications and improvements would be made throughout the corridor. POSITIVE IMPACTS: The project would address traffic congestion, mobility constraints, and safety concerns on US 1 and east-west cross streets in the Penns Neck area of the Windsor Township and its environs. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of 0.18 acre of wetlands and 1.22 acres of floodplain. Impervious surface would increase by 28.2 acres. The facility would lie within or near habitat for the federally protected bald eagle and long-eared owl. Four archaeological sites and 13 historic structures and four associated historic districts are located within the study area. Certain local neighborhoods would suffer traffic-related congestion impacts. Park visitors would experience higher traffic-generated noise levels, and the highway facilities would mar visual aesthetics at some such locations. Construction workers would encounter one to several sites containing hazardous materials. LEGAL MANDATES: 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 03-0463D, Volume 27, Number 4.
JF  - EPA number: 050001, 1,187 pages and maps, January 3, 2005
PY  - 2005
VL  - 4
KW  - Roads and Railroads
KW  - Agency number: FHWA-NJ-EIS-03-01-F
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Archaeological Sites Surveys
KW  - Biologic Assessments
KW  - Birds
KW  - Cultural Resources Assessments
KW  - Endangered Species (Animals)
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Parks
KW  - Recreation Facilities
KW  - Roads
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Surveys
KW  - New Jersey
KW  - Department of Transportation Act of 1966, Archaeological Sites
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36389691?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PENNS+NECK+AREA%2C+ROUTE+1%2C+SECTION+2S+AND+3J%2C+WEST+WINDSOR+TOWNSHIP%2C+MERCER+COUNTY%2C+NEW+JERSEY+AND+PLAINSBORO+TOWNSHIP%2C+MIDDLESEX+COUNTY%2C+NEW+JERSEY.&rft.title=PENNS+NECK+AREA%2C+ROUTE+1%2C+SECTION+2S+AND+3J%2C+WEST+WINDSOR+TOWNSHIP%2C+MERCER+COUNTY%2C+NEW+JERSEY+AND+PLAINSBORO+TOWNSHIP%2C+MIDDLESEX+COUNTY%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Trenton, New Jersey; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: January 3, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PENNS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. [Part 3 of 5]
T2  - PENNS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY.
AN  - 36382643; 11340-050001_0003
AB  - PURPOSE: The improvement of sections 2S and 3J of the US 1 corridor in the West Windsor Township of Mercer County and the Plainsboro Township of Middlesex County, New Jersey is proposed. For the past 20 years the project study area has seen robust growth in both employment and population; employment rolls have grown by 94 percent, while the population has growth by 81 percent. For the most part, land use patterns in the study area are decentralized and auto-oriented. The congested roadway network serving the area is marred by discontinuous roads, the absence of a robust grid patterns, and the absence of grade separations. Alternatives considered in this final EIS include a No Action Alternative, a travel demand management alternative, two rapid rail transit improvement alternatives, alternatives that would involve improvement of existing bus services and creation of a comprehensive jitney/shuttle system, and alternatives that would involve various road-based capacity improvements. The preferred alternative would include the following major components: Route 1 in-a-cut at Washington Road with Washington Road crossing over Route 1 at its existing grade and a new single-point interchange at Washington Road; a new grade-separated single-point interchange in the vicinity of Harrison Street connecting the new Harrison Street interchange with existing Harrison Street in the vicinity of the D&R Canal crossing; a one-way frontage road system on both sides of Route 1 between Washington Road and the new Harrison Street interchange, with two travel lanes in each direction; and a Vaughn Drive connector road located west of existing Station Drive to connect Washington Road and Vaughn Drive. Other lesser modifications and improvements would be made throughout the corridor. POSITIVE IMPACTS: The project would address traffic congestion, mobility constraints, and safety concerns on US 1 and east-west cross streets in the Penns Neck area of the Windsor Township and its environs. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of 0.18 acre of wetlands and 1.22 acres of floodplain. Impervious surface would increase by 28.2 acres. The facility would lie within or near habitat for the federally protected bald eagle and long-eared owl. Four archaeological sites and 13 historic structures and four associated historic districts are located within the study area. Certain local neighborhoods would suffer traffic-related congestion impacts. Park visitors would experience higher traffic-generated noise levels, and the highway facilities would mar visual aesthetics at some such locations. Construction workers would encounter one to several sites containing hazardous materials. LEGAL MANDATES: 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 03-0463D, Volume 27, Number 4.
JF  - EPA number: 050001, 1,187 pages and maps, January 3, 2005
PY  - 2005
VL  - 3
KW  - Roads and Railroads
KW  - Agency number: FHWA-NJ-EIS-03-01-F
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Archaeological Sites Surveys
KW  - Biologic Assessments
KW  - Birds
KW  - Cultural Resources Assessments
KW  - Endangered Species (Animals)
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Parks
KW  - Recreation Facilities
KW  - Roads
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Surveys
KW  - New Jersey
KW  - Department of Transportation Act of 1966, Archaeological Sites
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36382643?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PENNS+NECK+AREA%2C+ROUTE+1%2C+SECTION+2S+AND+3J%2C+WEST+WINDSOR+TOWNSHIP%2C+MERCER+COUNTY%2C+NEW+JERSEY+AND+PLAINSBORO+TOWNSHIP%2C+MIDDLESEX+COUNTY%2C+NEW+JERSEY.&rft.title=PENNS+NECK+AREA%2C+ROUTE+1%2C+SECTION+2S+AND+3J%2C+WEST+WINDSOR+TOWNSHIP%2C+MERCER+COUNTY%2C+NEW+JERSEY+AND+PLAINSBORO+TOWNSHIP%2C+MIDDLESEX+COUNTY%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Trenton, New Jersey; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: January 3, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PENNS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY. [Part 5 of 5]
T2  - PENNS NECK AREA, ROUTE 1, SECTION 2S AND 3J, WEST WINDSOR TOWNSHIP, MERCER COUNTY, NEW JERSEY AND PLAINSBORO TOWNSHIP, MIDDLESEX COUNTY, NEW JERSEY.
AN  - 36369809; 11340-050001_0005
AB  - PURPOSE: The improvement of sections 2S and 3J of the US 1 corridor in the West Windsor Township of Mercer County and the Plainsboro Township of Middlesex County, New Jersey is proposed. For the past 20 years the project study area has seen robust growth in both employment and population; employment rolls have grown by 94 percent, while the population has growth by 81 percent. For the most part, land use patterns in the study area are decentralized and auto-oriented. The congested roadway network serving the area is marred by discontinuous roads, the absence of a robust grid patterns, and the absence of grade separations. Alternatives considered in this final EIS include a No Action Alternative, a travel demand management alternative, two rapid rail transit improvement alternatives, alternatives that would involve improvement of existing bus services and creation of a comprehensive jitney/shuttle system, and alternatives that would involve various road-based capacity improvements. The preferred alternative would include the following major components: Route 1 in-a-cut at Washington Road with Washington Road crossing over Route 1 at its existing grade and a new single-point interchange at Washington Road; a new grade-separated single-point interchange in the vicinity of Harrison Street connecting the new Harrison Street interchange with existing Harrison Street in the vicinity of the D&R Canal crossing; a one-way frontage road system on both sides of Route 1 between Washington Road and the new Harrison Street interchange, with two travel lanes in each direction; and a Vaughn Drive connector road located west of existing Station Drive to connect Washington Road and Vaughn Drive. Other lesser modifications and improvements would be made throughout the corridor. POSITIVE IMPACTS: The project would address traffic congestion, mobility constraints, and safety concerns on US 1 and east-west cross streets in the Penns Neck area of the Windsor Township and its environs. NEGATIVE IMPACTS: Rights-of-way requirements for the preferred alternative would result in the displacement of 0.18 acre of wetlands and 1.22 acres of floodplain. Impervious surface would increase by 28.2 acres. The facility would lie within or near habitat for the federally protected bald eagle and long-eared owl. Four archaeological sites and 13 historic structures and four associated historic districts are located within the study area. Certain local neighborhoods would suffer traffic-related congestion impacts. Park visitors would experience higher traffic-generated noise levels, and the highway facilities would mar visual aesthetics at some such locations. Construction workers would encounter one to several sites containing hazardous materials. LEGAL MANDATES: 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 03-0463D, Volume 27, Number 4.
JF  - EPA number: 050001, 1,187 pages and maps, January 3, 2005
PY  - 2005
VL  - 5
KW  - Roads and Railroads
KW  - Agency number: FHWA-NJ-EIS-03-01-F
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Archaeological Sites Surveys
KW  - Biologic Assessments
KW  - Birds
KW  - Cultural Resources Assessments
KW  - Endangered Species (Animals)
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise
KW  - Parks
KW  - Recreation Facilities
KW  - Roads
KW  - Section 4(f) Statements
KW  - Socioeconomic Assessments
KW  - Traffic Analyses
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Wildlife Surveys
KW  - New Jersey
KW  - Department of Transportation Act of 1966, Archaeological Sites
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-03&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=PENNS+NECK+AREA%2C+ROUTE+1%2C+SECTION+2S+AND+3J%2C+WEST+WINDSOR+TOWNSHIP%2C+MERCER+COUNTY%2C+NEW+JERSEY+AND+PLAINSBORO+TOWNSHIP%2C+MIDDLESEX+COUNTY%2C+NEW+JERSEY.&rft.title=PENNS+NECK+AREA%2C+ROUTE+1%2C+SECTION+2S+AND+3J%2C+WEST+WINDSOR+TOWNSHIP%2C+MERCER+COUNTY%2C+NEW+JERSEY+AND+PLAINSBORO+TOWNSHIP%2C+MIDDLESEX+COUNTY%2C+NEW+JERSEY.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Trenton, New Jersey; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: January 3, 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - JOUR
T1  - Word-Level Phases: Evidence from Hebrew
AN  - 85656653; 200714432
AB  - This paper points out certain semantic & phonological differences between two groups of Hebrew verbs, those that are traditionally taken to be root-derived & those independently known to be noun-derived. These differences are derived if we assume the first category head (nominal or verbal) with which the root merges creates a point of spell out, or a phase. Beyond motivating low-level phases, the Hebrew data further support the Root Hypothesis, & the syntactic approach to word formation. References. Adapted from the source document
JF  - MIT Working Papers in Linguistics
AU  - Arad, Maya
AD  - Center Study Language & Information, Stanford U, CA marad@stanford.edu
Y1  - 2005///0,
PY  - 2005
DA  - 0, 2005
SP  - 29
EP  - 47
VL  - 49
KW  - Morphology Syntax Relationship (55520)
KW  - Derivation (Morphology) (18300)
KW  - Phases (Syntactic) (64210)
KW  - Verbs (93900)
KW  - Hebrew (31650)
KW  - Roots (Morphology) (74200)
KW  - article
KW  - 4312: syntax; syntax-morphology interaction
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/85656653?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Allba&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=MIT+Working+Papers+in+Linguistics&rft.atitle=Word-Level+Phases%3A+Evidence+from+Hebrew&rft.au=Arad%2C+Maya&rft.aulast=Arad&rft.aufirst=Maya&rft.date=2005-01-01&rft.volume=49&rft.issue=&rft.spage=29&rft.isbn=&rft.btitle=&rft.title=MIT+Working+Papers+in+Linguistics&rft.issn=&rft_id=info:doi/
LA  - English
DB  - Linguistics and Language Behavior Abstracts (LLBA)
N1  - Date revised - 2007-12-01
N1  - Last updated - 2016-09-27
N1  - CODEN - MPLIEG
N1  - SubjectsTermNotLitGenreText - Phases (Syntactic) (64210); Hebrew (31650); Verbs (93900); Derivation (Morphology) (18300); Roots (Morphology) (74200); Morphology Syntax Relationship (55520)
ER  - 



TY  - JOUR
T1  - Fair Highway Networks: A New Approach to Eliminate Congestion on Metropolitan Freeways
AN  - 60696794; 200519697
AB  - The House reauthorization bill, H.R. 3550, eliminates current opportunities available to States to use variable pricing to reduce congestion under the existing Value Pricing Pilot Program. This article presents an innovative road-pricing strategy that could make great strides in achieving national, state, and local transportation goals. Known as FAIR (fast and intertwined regular) highway networks, the strategy converts the existing metropolitan freeway network during peak periods onlyinto a premium-service, free-flowing freeway network that provides new fast, frequent, and inexpensive bus service, free premium service for carpools, and premium service for single-occupant vehicles paying a toll that varies to manage demand and keep the freeway congestion free. A FAIR highway network will be self-financing and economically efficient. Surpluses may also be available to address new transportation capacity needs in growing areas. The concept can gain support from transportation stakeholders if its benefits are carefully explained and demonstrated through a pilot project. 1 Table, 13 References. [Reprinted by permission of Sage Publications Inc., copyright 2005.]
JF  - Public Works Management & Policy
AU  - DeCorla-Souza, Patrick
AD  - Office Policy, Federal Highway Administration
Y1  - 2005/01//
PY  - 2005
DA  - January 2005
SP  - 196
EP  - 205
VL  - 9
IS  - 3
SN  - 1087-724X, 1087-724X
KW  - traffic congestion
KW  - Transportation
KW  - Prices
KW  - Referendum
KW  - City Planning
KW  - Highways
KW  - Commuting (Travel)
KW  - article
KW  - 9261: public policy/administration; public policy
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LA  - English
DB  - Worldwide Political Science Abstracts
N1  - Date revised - 2007-04-01
N1  - Number of references - 13
N1  - Last updated - 2016-09-28
N1  - SubjectsTermNotLitGenreText - Highways; Transportation; City Planning; Referendum; Prices; Commuting (Travel)
DO  - http://dx.doi.org/10.1177/1087724X04271131
ER  - 



TY  - JOUR
T1  - Issues and challenges in the application of geostatistics and spatial-data analysis to the characterization of sand-and-gravel resources
AN  - 51707263; 2005-041772
AB  - Sand-and-gravel (aggregate) resources are a critical component of the Nation's infrastructure, yet aggregate-mining technologies lag far behind those of metalliferous mining and other sectors. Deposit-evaluation and site-characterization methodologies are antiquated, and few serious studies of the potential applications of spatial-data analysis and geostatistics have been published. However, because of commodity usage and the necessary proximity of a mine to end use, aggregate-resource exploration and evaluation differ fundamentally from comparable activities for metalliferous ores. Acceptable practices, therefore, can reflect this cruder scale. The increasing use of computer technologies is colliding with the need for sand-and-gravel mines to modernize and improve their overall efficiency of exploration, mine planning, scheduling, automation, and other operations. The emergence of megaquarries in the 21st century will also be a contributing factor.
JF  - U. S. Geological Survey Bulletin
AU  - Hack, Daniel R
Y1  - 2005
PY  - 2005
DA  - 2005
SP  - 14
PB  - U. S. Geological Survey, Reston, VA
SN  - 8755-531X, 8755-531X
KW  - resources
KW  - mining
KW  - aggregate
KW  - sand deposits
KW  - spatial data
KW  - statistical analysis
KW  - characterization
KW  - geostatistics
KW  - production
KW  - gravel deposits
KW  - utilization
KW  - planning
KW  - mining geology
KW  - applications
KW  - USGS
KW  - construction materials
KW  - 28A:Economic geology, geology of nonmetal deposits
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L2  - http://pubs.usgs.gov/bul/b2209-j/
LA  - English
DB  - GeoRef
N1  - Copyright - GeoRef, Copyright 2012, American Geosciences Institute.
N1  - Date revised - 2005-01-01
N1  - Number of references - 31
N1  - PubXState - VA
N1  - Document feature - illus. incl. 1 table
N1  - SuppNotes - Accessed on June 8, 2005; Chapter J of Contributions to industrial-minerals research, edited by Bliss, J. D., Moyle, P. R., and Long, K. R.
N1  - Last updated - 2012-06-07
N1  - SubjectsTermNotLitGenreText - aggregate; applications; characterization; construction materials; geostatistics; gravel deposits; mining; mining geology; planning; production; resources; sand deposits; spatial data; statistical analysis; USGS; utilization
ER  - 



TY  - JOUR
T1  - Evaluation of storm water treatment on the Kenai Peninsula
AN  - 51675835; 2005-065030
JF  - Technology for Alaskan Transportation
AU  - Maddux, Dave
AU  - Nyman, David
AU  - McCauley, Craig
AU  - Schnabel, William
Y1  - 2005
PY  - 2005
DA  - 2005
SP  - 1
EP  - 5
PB  - Federal Highway Administration and Alaska Department of Transportation and Public Facilities, Fairbanks, AK
VL  - 29
IS  - 4
KW  - United States
KW  - pollutants
KW  - water management
KW  - pollution
KW  - stormwater
KW  - Southern Alaska
KW  - constructed wetlands
KW  - Kenai Peninsula
KW  - wetlands
KW  - water treatment
KW  - runoff
KW  - sediments
KW  - Alaska
KW  - Kenai River
KW  - water resources
KW  - heavy metals
KW  - 22:Environmental geology
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L2  - http://www.dot.state.ak.us/stwddes/research/assets/pdf/fhwa_ak_rd_03_06.pdf
LA  - English
DB  - GeoRef
N1  - Copyright - GeoRef, Copyright 2012, American Geosciences Institute.
N1  - Date revised - 2005-01-01
N1  - PubXState - AK
N1  - Document feature - illus.
N1  - Last updated - 2012-06-07
N1  - CODEN - #06626
N1  - SubjectsTermNotLitGenreText - Alaska; constructed wetlands; heavy metals; Kenai Peninsula; Kenai River; pollutants; pollution; runoff; sediments; Southern Alaska; stormwater; United States; water management; water resources; water treatment; wetlands
ER  - 



TY  - JOUR
T1  - Passive diffusion ground water samplers at a site with heterogeneous hydrostratigraphy; pilot study results
AN  - 51132930; 2005-056780
AB  - Use of passive diffusion (PD) ground water samplers has significantly increased in recent years because significant cost savings may be realized, primarily because sampling time is reduced and minimal investigation-derived waste (IDW) is generated. However, PD samplers measure water quality over a relatively discrete interval, while traditional purge-and-sample methods are most influenced by the water quality in more permeable zones across the well screen. Consequently, these two sampling methods may potentially yield distinctly differing concentration measurements for a specific well if significant contaminant stratification and geologic heterogeneity exist. A large body of purge-and-sample historical monitoring data exist for the study site, and results from potential future full-scale PD sampler application must be interpretable and comparable in the context of these historical data to be useful for evaluating achievement of long-term site remediation objectives. Therefore, a pilot study was conducted to assess potential for PD samplers for monitoring chlorinated volatile organic compounds (VOCs) in ground water. PD samplers were installed in a select group of indicator wells, and their performance was compared to results from both purge-and-sample and low-flow (LF; another discrete interval-type technique) methods. At several wells, multiple PD samplers were installed across the well screen interval to evaluate potential contaminant stratification. At one well, contaminant stratification was particularly significant: concentrations of total VOCs measured by two PD samplers installed approximately 0.6 m (2 feet) apart differed by an order of magnitude. PD sampler and LF data interpreted in tandem with purge-and-sample data provide additional information, suggesting that contamination is located primarily in the more permeable zones at the study well locations. Additionally, low concentrations of some VOCs were measured in some PD and LF samples but not in the corresponding purge-and-bail samples. The results of this study underscore the importance of pilot studies and careful program design and regulatory agreement before implementing PD samplers (or any alternative sampling method) in a long-term monitoring program, especially at sites with heterogeneous hydrostratigraphy.
JF  - Ground Water Monitoring & Remediation
AU  - Divine, Craig E
AU  - Madsen, Laura L
AU  - Andrews, Scott D
AU  - Santangelo-Dreiling, Theresa
Y1  - 2005
PY  - 2005
DA  - 2005
SP  - 90
EP  - 99
PB  - Ground Water Publishing Co., Dublin, OH
VL  - 25
IS  - 1
SN  - 1069-3629, 1069-3629
KW  - water quality
KW  - concentration
KW  - experimental studies
KW  - monitoring
KW  - pollutants
KW  - solutes
KW  - pollution
KW  - techniques
KW  - samplers
KW  - measurement
KW  - ground water
KW  - air pollution
KW  - volatiles
KW  - organic compounds
KW  - hydrostratigraphy
KW  - sampling
KW  - volatile organic compounds
KW  - water pollution
KW  - diffusivity
KW  - 21:Hydrogeology
KW  - 22:Environmental geology
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L2  - http://onlinelibrary.wiley.com/journal/10.1111/(ISSN)1745-6592
LA  - English
DB  - GeoRef
N1  - Copyright - GeoRef, Copyright 2016, American Geosciences Institute.
N1  - Date revised - 2005-01-01
N1  - Number of references - 25
N1  - PubXState - OH
N1  - Document feature - illus. incl. 2 tables
N1  - Last updated - 2016-10-25
N1  - SubjectsTermNotLitGenreText - air pollution; concentration; diffusivity; experimental studies; ground water; hydrostratigraphy; measurement; monitoring; organic compounds; pollutants; pollution; samplers; sampling; solutes; techniques; volatile organic compounds; volatiles; water pollution; water quality
ER  - 



TY  - JOUR
T1  - The Gray fossil site; a spectacular example in Tennessee of ancient regolith occurrences in carbonate terranes, Valley and Ridge Subprovince, Southern Appalachians, U. S. A.
AN  - 51100890; 2007-070632
JF  - Geotechnical Special Publication
AU  - Clark, G Michael
AU  - Kohl, Martin
AU  - Moore, Harry L
AU  - Sasowsky, Ira D
A2  - Beck, Barry F.
Y1  - 2005
PY  - 2005
DA  - 2005
SP  - 82
EP  - 90
PB  - American Society of Civil Engineers, New York, NY
VL  - 144
SN  - 0895-0563, 0895-0563
KW  - United States
KW  - North America
KW  - fossil localities
KW  - Chordata
KW  - Washington County Tennessee
KW  - Gray fossil site
KW  - Appalachians
KW  - karst
KW  - Miocene
KW  - Cenozoic
KW  - Tertiary
KW  - sedimentary rocks
KW  - lower Pliocene
KW  - Neogene
KW  - sinkholes
KW  - Tennessee
KW  - Pliocene
KW  - upper Miocene
KW  - Vertebrata
KW  - carbonate rocks
KW  - solution features
KW  - regolith
KW  - Valley and Ridge Province
KW  - 11:Vertebrate paleontology
KW  - 23:Geomorphology
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LA  - English
DB  - GeoRef
N1  - Conference title - Tenth multidisciplinary conference on Sinkholes and the engineering and environmental impacts of karst
N1  - Copyright - GeoRef, Copyright 2012, American Geosciences Institute.
N1  - Date revised - 2007-01-01
N1  - Number of references - 27
N1  - PubXState - NY
N1  - Document feature - illus. incl. strat. col., geol. sketch map
N1  - Last updated - 2012-06-07
N1  - SubjectsTermNotLitGenreText - Appalachians; carbonate rocks; Cenozoic; Chordata; fossil localities; Gray fossil site; karst; lower Pliocene; Miocene; Neogene; North America; Pliocene; regolith; sedimentary rocks; sinkholes; solution features; Tennessee; Tertiary; United States; upper Miocene; Valley and Ridge Province; Vertebrata; Washington County Tennessee
DO  - http://dx.doi.org/10.1061/40796(177)10
ER  - 



TY  - JOUR
T1  - A new meme for the hydrocarbon/energy industry
AN  - 50417100; 2009-058439
AB  - U.S. domestic oil production closely follows the 1957 predictive curve of M. King Hubbert. Peak world oil production will follow suit. Meanwhile, oil demand, particularly from China and India, grows. Never has the world encountered an essential commodity which cannot respond to classic supply/demand pressures. Potential severe economic problems include double digit inflation coincident with large-scale fixed income retirement, disruptions to a decompartmentalized domestic financial system, and national security issues. Renewable energy sources must be developed. A viable infrastructure, presently non-existent, must evolve. Current energy resources include oil, gas, coal, nuclear, biomass/biowaste, wind, hydropower, solar, tidal, and geothermal. All have strengths and weaknesses. Energy sources must be found that reliably deliver baseload/peakload electric production, have low environmental impact, and are deliverable to the end user. Geothermal is a superior resource, but is presently limited by prospective terrains. Utilization of deep, high BHT, depleted gas fields as geothermal reservoirs (Deep Permeable Strata Geothermal Energy) significantly expands areas prospective for geothermal energy. Solar Augmented Geothermal Energy (SAGE) converts depleting oil and gas fields and comparable reservoir strata, to "synthetic geothermal" reservoirs, over even wider regions. SAGE stores/banks solar energy, utilizing naturally occurring brines, for uninterrupted geothermal power generation, while enhancing tertiary recovery. Additional hydrocarbons are recovered, a new source of electrical power established, fresh water resources developed, and hydrogen/oxygen generated for end-user power generation, delivered through existing natural gas/oil pipeline right-of-way infrastructure. SAGE converts oilfield liabilities to assets, while utilizing industry technologies, data bases, and personnel.
JF  - Abstracts: Annual Meeting - American Association of Petroleum Geologists
AU  - Swift, Douglas
AU  - Meksvanh, Sovani
AU  - Whelan, Ronald
AU  - Erdlac, Richard
AU  - Swift, Anthony
AU  - Anonymous
Y1  - 2005
PY  - 2005
DA  - 2005
SP  - 1
PB  - American Association of Petroleum Geologists and Society for Sedimentary Geology, Tulsa, OK
VL  - 14
KW  - statistical analysis
KW  - data processing
KW  - petroleum
KW  - production
KW  - oil and gas fields
KW  - solar energy
KW  - geothermal energy
KW  - energy sources
KW  - data bases
KW  - supply
KW  - industry
KW  - demand
KW  - 29A:Economic geology, geology of energy sources
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LA  - English
DB  - GeoRef
N1  - Conference title - AAPG 2005 annual convention
N1  - Copyright - GeoRef, Copyright 2012, American Geosciences Institute. Reference includes data supplied by American Association of Petroleum Geologists, Tulsa, OK, United States
N1  - Date revised - 2009-01-01
N1  - PubXState - OK
N1  - Last updated - 2012-06-07
N1  - CODEN - #06983
N1  - SubjectsTermNotLitGenreText - data bases; data processing; demand; energy sources; geothermal energy; industry; oil and gas fields; petroleum; production; solar energy; statistical analysis; supply
ER  - 



TY  - JOUR
T1  - PA State Route 33 over Bushkill Creek; structure failure and replacement in an active sinkhole environment
AN  - 50274902; 2007-070652
JF  - Geotechnical Special Publication
AU  - Petrasic, Kerry W
A2  - Beck, Barry F.
Y1  - 2005
PY  - 2005
DA  - 2005
SP  - 286
EP  - 294
PB  - American Society of Civil Engineers, New York, NY
VL  - 144
SN  - 0895-0563, 0895-0563
KW  - United States
KW  - limestone
KW  - geologic hazards
KW  - engineering properties
KW  - site exploration
KW  - ground-penetrating radar
KW  - Appalachians
KW  - Epler Formation
KW  - Ordovician
KW  - foundations
KW  - sedimentary rocks
KW  - Northampton County Pennsylvania
KW  - piles
KW  - Bushkill Creek
KW  - bridges
KW  - construction
KW  - Valley and Ridge Province
KW  - North America
KW  - failures
KW  - monitoring
KW  - Paleozoic
KW  - geophysical methods
KW  - radar methods
KW  - resistivity
KW  - seismic methods
KW  - boreholes
KW  - sinkholes
KW  - Lower Ordovician
KW  - Jacksonburg Formation
KW  - Pennsylvania
KW  - carbonate rocks
KW  - solution features
KW  - roads
KW  - consolidation
KW  - 30:Engineering geology
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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=Geotechnical+Special+Publication&rft.atitle=PA+State+Route+33+over+Bushkill+Creek%3B+structure+failure+and+replacement+in+an+active+sinkhole+environment&rft.au=Petrasic%2C+Kerry+W&rft.aulast=Petrasic&rft.aufirst=Kerry&rft.date=2005-01-01&rft.volume=144&rft.issue=&rft.spage=286&rft.isbn=&rft.btitle=&rft.title=Geotechnical+Special+Publication&rft.issn=08950563&rft_id=info:doi/10.1061%2F40796%28177%2930
LA  - English
DB  - GeoRef
N1  - Conference title - Tenth multidisciplinary conference on Sinkholes and the engineering and environmental impacts of karst
N1  - Copyright - GeoRef, Copyright 2012, American Geosciences Institute.
N1  - Date revised - 2007-01-01
N1  - PubXState - NY
N1  - Document feature - illus. incl. 1 table, sects.
N1  - Last updated - 2012-06-07
N1  - SubjectsTermNotLitGenreText - Appalachians; boreholes; bridges; Bushkill Creek; carbonate rocks; consolidation; construction; engineering properties; Epler Formation; failures; foundations; geologic hazards; geophysical methods; ground-penetrating radar; Jacksonburg Formation; limestone; Lower Ordovician; monitoring; North America; Northampton County Pennsylvania; Ordovician; Paleozoic; Pennsylvania; piles; radar methods; resistivity; roads; sedimentary rocks; seismic methods; sinkholes; site exploration; solution features; United States; Valley and Ridge Province
DO  - http://dx.doi.org/10.1061/40796(177)30
ER  - 



TY  - JOUR
T1  - Geophysical identification of evaporite dissolution structures beneath a highway alignment
AN  - 50274048; 2007-070692
JF  - Geotechnical Special Publication
AU  - Rucker, M L
AU  - Crum, G
AU  - Meyers, R
AU  - Lommler, J C
A2  - Beck, Barry F.
Y1  - 2005
PY  - 2005
DA  - 2005
SP  - 659
EP  - 666
PB  - American Society of Civil Engineers, New York, NY
VL  - 144
SN  - 0895-0563, 0895-0563
KW  - United States
KW  - anhydrite
KW  - geophysical surveys
KW  - geologic hazards
KW  - engineering properties
KW  - Eddy County New Mexico
KW  - Rustler Formation
KW  - New Mexico
KW  - refraction
KW  - fractures
KW  - sedimentary rocks
KW  - gypsum
KW  - Waste Isolation Pilot Plant
KW  - chemically precipitated rocks
KW  - seismic profiles
KW  - sulfates
KW  - Paleozoic
KW  - geophysical methods
KW  - Permian
KW  - evaporites
KW  - seismic methods
KW  - sinkholes
KW  - surveys
KW  - geophysical profiles
KW  - solution features
KW  - roads
KW  - 23:Geomorphology
KW  - 20:Applied geophysics
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LA  - English
DB  - GeoRef
N1  - Conference title - Tenth multidisciplinary conference on Sinkholes and the engineering and environmental impacts of karst
N1  - Copyright - GeoRef, Copyright 2012, American Geosciences Institute.
N1  - Date revised - 2007-01-01
N1  - Number of references - 6
N1  - PubXState - NY
N1  - Document feature - illus. incl. sketch map
N1  - Last updated - 2012-06-07
N1  - SubjectsTermNotLitGenreText - anhydrite; chemically precipitated rocks; Eddy County New Mexico; engineering properties; evaporites; fractures; geologic hazards; geophysical methods; geophysical profiles; geophysical surveys; gypsum; New Mexico; Paleozoic; Permian; refraction; roads; Rustler Formation; sedimentary rocks; seismic methods; seismic profiles; sinkholes; solution features; sulfates; surveys; United States; Waste Isolation Pilot Plant
DO  - http://dx.doi.org/10.1061/40796(177)70
ER  - 



TY  - JOUR
T1  - Characterization of a sinkhole prone retention pond using multiple geophysical surveys and closely spaced borings
AN  - 50272003; 2007-070681
JF  - Geotechnical Special Publication
AU  - Hudyma, Nick
AU  - Ruelke, Timothy J
AU  - Samakur, Chandra
A2  - Beck, Barry F.
Y1  - 2005
PY  - 2005
DA  - 2005
SP  - 555
EP  - 561
PB  - American Society of Civil Engineers, New York, NY
VL  - 144
SN  - 0895-0563, 0895-0563
KW  - United States
KW  - limestone
KW  - geophysical surveys
KW  - engineering properties
KW  - site exploration
KW  - ground-penetrating radar
KW  - karst
KW  - dolostone
KW  - Florida
KW  - ground water
KW  - Cenozoic
KW  - gravity methods
KW  - sedimentary rocks
KW  - Alachua County Florida
KW  - Ocala Group
KW  - Eocene
KW  - surface water
KW  - geophysical methods
KW  - radar methods
KW  - Paleogene
KW  - resistivity
KW  - ponds
KW  - Tertiary
KW  - boreholes
KW  - upper Eocene
KW  - sinkholes
KW  - surveys
KW  - carbonate rocks
KW  - solution features
KW  - roads
KW  - 30:Engineering geology
KW  - 20:Applied geophysics
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LA  - English
DB  - GeoRef
N1  - Conference title - Tenth multidisciplinary conference on Sinkholes and the engineering and environmental impacts of karst
N1  - Copyright - GeoRef, Copyright 2012, American Geosciences Institute.
N1  - Date revised - 2007-01-01
N1  - Number of references - 4
N1  - PubXState - NY
N1  - Document feature - illus. incl. sects., sketch map
N1  - Last updated - 2012-06-07
N1  - SubjectsTermNotLitGenreText - Alachua County Florida; boreholes; carbonate rocks; Cenozoic; dolostone; engineering properties; Eocene; Florida; geophysical methods; geophysical surveys; gravity methods; ground water; ground-penetrating radar; karst; limestone; Ocala Group; Paleogene; ponds; radar methods; resistivity; roads; sedimentary rocks; sinkholes; site exploration; solution features; surface water; surveys; Tertiary; United States; upper Eocene
DO  - http://dx.doi.org/10.1061/40796(177)59
ER  - 



TY  - RPRT
T1  - CALIFORNIA HIGH-SPEED TRAIN SYSTEM.
AN  - 36444683; 11700
AB  - PURPOSE: The construction and operation of a high-speed train (HST) system for intercity travel in California are proposed. The system would connect the major metropolitan areas of the state from Sacramento, Oakland, San Francisco, and San Jose through Stockton, Modesto, Merced, Fresno, and Bakersfield, to Los Angeles, Orange County, and San Diego. The need to improve the state's transportation infrastructure is directly related to the population growth and increased intercity travel demand expected over the next 20 years and beyond, and the increased travel delays and congestion that would result for California's highways and airports. Three alternatives, including a No Action Alternative (Alternative 1), are considered in this final EIS. Alternative 2, the Modal Alternative, would combine potential improvements to the existing highway and transportation facilities. Alternative 3, which is the preferred alternative, would provide the HST system, consisting of an electrically driven steel-wheel-on-steel-rail HST system and stations. The HST system would extend approximately 700 miles and would provide technology capable of achieving speeds in excess of 200 miles per hour on tracks that would be largely dedicated, fully grade-separated, and fenced. The track would be at-grade, in an open trench or tunnel, or on an elevated guideway, depending on terrain and physical constraints. To reduce environmental impacts, extensive portions of many of the alignment options lie within or adjacent to existing rail or highway rights-of-way, rather than on new alignment. Tunnel segments would be provided through the mountain passes (Diablo Range/Pacheco Pass between south San Jose and the Merced, and the Tehachapi Mountains between Bakersfield and Sylmar. The system would incorporate state-of-the-art safety, signaling, and automated control systems. The HST would transport as many as 68 million passengers annually by the year 2020, with the potential to accommodate higher ridership by adding trains or using longer trains. The HST Alternative includes several corridor/alignment and station options. The Modal Alternative would include adding over 2,970 lane miles to existing highways and 60 gates and five runways to existing state airports. POSITIVE IMPACTS: The HST system would provide a new mode of intercity travel and an improved level of connectivity between existing transportation modes that would not be provided by either of the other alternatives under considerations. High-speed trains would provide door-to-door travel times not unlike, and in some cases better, than air transportation. Highway accident rates would decline significantly due to train ridership and the reduction in highway travel miles per passenger. Reduced vehicular congestion on highways would improve air quality and reduce ambient noise in the vicinity of sensitive receptors in many areas; air quality would improve on a regional basis. NEGATIVE IMPACTS: Development of the system would result in displacement of commercial and residential properties, disruption of communities and neighborhoods, increased noise and vibration for residences and businesses located along the tracks, local traffic impacts in the vicinity of stations, impacts to historic properties and archaeological sites, impacts on parks and recreation resources, visual impacts in scenic areas of the state; impacts to sensitive biological resources and wetlands, use of energy, and displacement and severance of agricultural land. 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.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0336D, Volume 28, Number 3.
JF  - EPA number: 050379, 1,078 pages, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Airports
KW  - Archaeological Sites
KW  - Farmlands
KW  - Air Quality
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise
KW  - Parks
KW  - Recreation Resources
KW  - Railroad Structures
KW  - Railroads
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - California
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Railroad Administration, Washington, D.C.; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - US 6, FROM I-15 IN SPANISH FORK TO I-70 IN GREEN RIVER IN UTAH, WASATCH, CARBON, AND EMERY COUNTIES, UTAH.
AN  - 36442930; 11710
AB  - PURPOSE: The improvement of approximately 127 miles of US 6 from Interstate 15 (I-15) in Spanish Fork to I-70 near Green River in Utah, Wasatch, Carbon, and Emery counties, Utah is proposed. US 6 constitutes a part of the national highway system and operates as a major east-west highway serving an important statewide transportation function by linking two major interstates, I-15 and I-70. US 6 is an important link between the rural communities of central and southeastern Utah and the populous Wasatch Front. Segments of US were constructed over 60 years ago and do not meet current safety design requirements. The increased travel demand on US 6 due to population growth along the Wasatch Front has resulted in a decreased level of service that does not meet American Association of State Highway and Transportation Officials guidance for a highway of this class. Design flaws and increased traffic volumes have resulted in unacceptable accident and fatality rates for a roadway of this type. Three alternatives, including a No Action Alternative, were considered in the draft EIS of September 2004. The Passing Lane Alternative would add passing lanes at selected locations along the corridor. This alternative would provide four-lane sections in areas on both sides of the highway where passing is required. The Four Lane Alternative would provide two travel lanes in each direction through the entire corridor. Under either action alternative, existing substandard design elements would be upgraded to current design standards and median barriers or other median treatments would be added as appropriate. The Peerless port of entry would e relocated to improve safety as a component of either action alternative. Costs of the Passing Lane and Four Lane alternatives are estimated at $595.8 million and $678.4 million, respectively. The draft supplement of January 2005 to the draft EIS addresses the Four Lane Alternative, as well as impacts to air quality, water quality, wetlands, and mitigation measures. This final EIS continues to propose widening of US 6 from I-15 to I-70 via one of the two aforementioned action alternatives, while considering a No Action Alternative for comparison purposes. POSITIVE IMPACTS: The project would improve the highway to allow it to meet current design standards while reducing both the overall accident and fatality rates. The proposed action would also reduce overall congestion, generally improve the level of service, and maintain the highway as a key component of Utah's transportation network. Either action alternative would improve the level of service to C or better. NEGATIVE IMPACTS: The Passing Lane Alternative would require displacement of 7.6 to 7,7 acres of wetlands, 1,779 acres of wildlife habitat, 50 acres of prime farmland, 15 residences, seven businesses, and seven farm parcels. Travel times under this alternative would be greater than under the Four Lane Alternative, increasing user costs, and a few segments of the highway would provide an unacceptable level of service. The Four-Lane Alternative would require displacement of 7.6 to 7.7 acres {4-41} of wetlands, 2,153 acres of wildlife habitat, 50 acres of prime farmland, 15 residences, seven businesses, and seven farm parcels. This alternative would increase impervious surface within the corridor significantly more than the Passing Lane Alternative. Either alternative would result in traffic-generated noise levels in excess of federal standards at 96 sensitive receptor sites. Either alternative would affect the federally protected Ute ladies'-tresses, clay phacelia, bonytail, Colorado pikeminnow, humpback chub, and razorback sucker, as well as two state-listed bird species; 10 significant historical, three significant archaeological, eight significant architectural, and one significant paleontological sites; disturb 11 potential 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 abstracts of the draft EIS and the draft supplement, see 05-0228D, Volume 29, Number 2 and 05-0418D, Volume 29, Number 3, respectively.
JF  - EPA number: 050412, 573 pages and maps, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-UT-EIS-04-01-F
KW  - Archaeological Sites
KW  - Birds
KW  - Cultural Resources Surveys
KW  - Endangered Species (Animals)
KW  - Endangered Species (Plants)
KW  - Farmlands
KW  - Fish
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Impact Assessment Methodology
KW  - Noise Standards Violations
KW  - Paleontological Sites
KW  - Relocations-Property Acquisitions
KW  - Recreation Resources Surveys
KW  - Safety
KW  - Transportation
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 Policies Act of 1970, Compliance
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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: 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - PENNSYLVANIA HIGH-SPEED HAGLEV PROJECT: THE PENNSYLVANIA PROJECT OF MAGNETIC LEVIATION [AND] TRANSPORTATION TECHNOLOGY DEPLOYMENT PROGRAM, ALLEGHENY AND WESTMORELAND COUNTIES, PENNSYLVANIA.
AN  - 36439656; 11766
AB  - PURPOSE: The construction and operation of the Pennsylvania High-speed Maglev Project in Allegheny and Westmoreland Counties, Pennsylvania are proposed. High-speed maglev technology utilizes non-contact, electromagnetic forces to levitate, guide, and propel vehicles along a fixed guideway. The project is being considered under the Magnetic Levitation Transportation Technology Deployment Program, which is intended to plan for, finance, and construct a high-speed maglev transportation system in the United States. In accordance with the congressional directives of TEA 21, the FRA embarked on an investigation of the deployment of a maglev transportation system. In April 2000, the FRA completed a Programmatic Environmental Impact Statement (PEIS) for the Maglev Deployment Program. The PEIS identified alternative approaches for meeting the legislative intent and demonstrated the suitability of this alternative transportation in the United States. On June 29, 2001, the FRA issued a Record of Decision (ROD), which advanced the Pennsylvania High-speed Maglev Project into the site- specific Environmental Impact Statement (EIS) phase of the deployment program. Based in part on the PEIS and related documents, preliminary alternatives were developed for the project, including intermodal connections, no-build and build alternative maglev alignments and passenger station locations, and roadway improvements associated with the proposed stations.; The project would be constructed between Pittsburgh International Airport (PIA), the City of Pittsburgh, the Monroeville/Penn Hills area (all in Allegheny County), and the Greensburg/Hempfield Township area in Westmoreland County. This draft EIS considers seven alternative alignments and the No-Build Alternative. The environmentally preferred build alternative would consist of an operating maglev system beginning at Pittsburgh International Airport (PIA) in Allegheny County, traveling east to a passenger station in Downtown Pittsburgh, continuing to a passenger station located in the Municipality of Penn Hills (the Monroeville/Penn Hills area), Allegheny County, and then to a passenger station located in Hempfield Township (the Greensburg/Hempfield Township area), Westmoreland County; the system would extend approximately 54 miles, with an additional 3 miles to accommodate guideway access to the maintenance facility near PIA. The cost of developing the system has been estimated to be $3,725 billion in Year 2003 dollars, including all capital costs and associated roadway improvements. POSITIVE IMPACTS: The project would encourage maglev technology transfer in support of other areas of the United States currently investigating the feasibility of similar transportation systems; Provide rapid, convenient, and reliable transportation between major population and employment centers and the PIA. More specifically, the system would extend the existing airport, transit, and highway infrastructure beyond current expected usefulness; maximize the utilization and capability of PIA by providing intermodal connections at PIA, Pittsburgh, the Monroeville/Penn Hills area, and the Greensburg/Hempfield Township area; improve regional air quality; facilitate joint development opportunities at maglev station areas; promote regional economic development; and support comprehensive land use planning and "smart growth" initiatives. NEGATIVE IMPACTS: Rights-off-way development would result in the displacement of residences and businesses, wetlands, stream channel, floodplain, forested land, rangeland, farmland, and wildlife habitat, including habitat for special status bat, bird, and plant species). Two historic sites and dedicated parkland resources could be affected by project implementation. Construction workers would encounter sites containing contaminated materials, including hazardous wastes. 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: 050415, 729 pages, 2005
PY  - 2005
KW  - Energy
KW  - Airports
KW  - Birds
KW  - Endangered Species (Animals)
KW  - Endangered Species (Plants)
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Hazardous Wastes
KW  - Historic Sites
KW  - Parks
KW  - Railroad Structures
KW  - Railroads
KW  - Ranges
KW  - Rapid Transit Systems
KW  - Recreation Facilities
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Streams
KW  - Transportation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Pennsylvania
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Transportation Equity Act for the 21st Century, Project Authorization
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - U.S. 411 CONNECTOR, BARTOW COUNTY, GEORGIA (DRAFT SUPPLEMENT TO THE ENVIRONMENTAL IMPACT STATEMENT)
AN  - 36438566; 11717
AB  - PURPOSE: The construction of five to seven 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 alternatives, this draft supplemental EIS considers 4 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 bypss 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. 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: Depending on the build alternative selected, rights-of-way requirements would result in the displacement of 15 to 52 residential units and five to 22 businesses. In addition, the project would require seven to 36 acres of fill in the 100-year floodplains of three to five streams, and displace 0.12 to 5.77 acres of wetlands, as well as possibly affecting on one historic resource and up to two archeological sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 23 to 68 sensitive receptor sites. Two alternatives would result in socioeconomic impacts that disproportionate affect low-income or minority populations. The preferred alternative would displace 23 residential units and five businesses, 5.02 acres of wetlands, 36 acres of floodplain and 3,353 linear feet of stream, and two cultural resource sites. Traffic-generated noise impacts under the preferred alternative would affect 18 residences and five businesses. Community cohesion would be disrupted directly in three areas and indirectly in two others, but disadvantaged and minority populations would not be affected disproportionately. LEGAL MANDATES: Department of Transportation Act of 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: 050432, 549 pages, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Archaeological Sites
KW  - Floodplains
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Augusta, Georgia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD NORTH OF RRANKLIN, FRANKLIN, WILLIAMSON COUNTY, TENNESSEE (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMETNAL IMPACT STATEMENT OF NOVEMBER 2004).
AN  - 36437479; 11743
AB  - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight- to 10-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. The facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity thought the region. The design speed would be 60 miles per hour. The existing Mark Thatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative were considered in the draft EIS of November 2004. This draft supplement to the draft EIS addresses an additional build alternative. POSITIVE IMPACTS: Regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties and 210 to 280 acres of farmland. The highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0327F, Volume 29, Number 3.
JF  - EPA number: 050375, 54 pages, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-TN-EIS-04-01-SD
KW  - Air Quality
KW  - Farmlands
KW  - Highways
KW  - Noise Standards Violations
KW  - Open Space
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Tennessee
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Tennessee Valley Authority Act of 1933, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - LOS ANGELES MID-CITY/WESTSIDE TRANSIT CORRIDOR: MID-CITY EXPOSITION LIGHT RAIL TRANSIT PROJECT, CULVER CITY, LOS ANGELES COUNTY, CALIFORNIA.
AN  - 36436434; 11715
AB  - PURPOSE: The construction and operation of approximately 10 miles light rail transit (LRT) system between Carson and downtown Los Angeles, California and are proposed. The LRT would generally follow the abandoned Exposition Rail rights-of-way from a western terminus in Culver City to downtown Los Angeles. Several planning studies, conducted since the 1970s have documented the need for improved transit service in the east-west study corridor, which is characterized by substantial peak hour congestion. In addition to a No Action Alternative (Alternative 1), the draft EIS considered a bus rapid transit and the LRT alternatives. The locally preferred alternative, which would implement a 9.6-mile LRT system, would provide for an LRT alignment running from downtown Los Angeles to Culver City. In addition to the locally preferred alternative, this final EIS also evaluates several design options for the downtown Los Angeles alignment and for the Jefferson Boulevard crossing. The system would use a catenary power source and provide for a maximum speed of 55 miles per hour. A single train would require 30 minutes to run the length of the line. Initially, a fleet of 16 light rail vehicles would be required to operate the line in one- or two-car trains. Ultimately, a fleet of 31 vehicles would provide three-car trains to operate during peak periods. Selected bus routes would be modified to connect to LRT stations. Daily ridership forecasts indicate that there would be approximately 43,000 riders by 2020. The system would be supported by parking facilities at stations, a bikeway and bicycle facilities, landscaping, and an operations and maintenance facility adjacent tot he existing Division 11 Yard in Carson. The Exposition Transit Parkway, proposed in this final EIS, would run from Seventh Street at Metro Center in downtown Los Angeles to Venice/Robertson Station in Culver City, covering a distance of approximately 10 miles using a dual-track configuration, with access provided via 11 stations. Existing Metro Blue Line track facilities would be used Seventh Street (Metro Center) along at-grade portions of Flower Street and along the at-grade portion of Washington Boulevard and Hill Street. Parking facilities would be available at stations and the system would include a bikeway and bicycle facilities. Capital cost of the LRT proposed in this final EIS is estimated at $640 million. POSITIVE IMPACTS: The project would extend rapid transit opportunities in an area containing major activity centers and destinations. The transit-based policies of local governments would be supported, as would transit-based land uses. High levels of commuter travel capacity would be provided as necessary in an area characterized by a history of transit usage. Low-income persons and other persons dependent on public transportation would be accommodated. Employment and population growth would be also be accommodated. NEGATIVE IMPACTS: Traffic congestion would occur in the vicinity of parking facilities and at at-grade crossings of roads by LRT track, and on-street parking would be displaced in some areas. Nose from the system would not exceed federal state, or local standards, but would increase noticeably along some portions of the LRT. PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0307D, Volume 25, Number 3.
JF  - EPA number: 050426, 1,171 pages, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Historic Sites Surveys
KW  - Noise Assessments
KW  - Parking
KW  - Rapid Transit Systems
KW  - Roads
KW  - Traffic Analyses
KW  - Trails
KW  - Transportation
KW  - California
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NEW MEXICO TRAINING RANGE INITIATIVE.
AN  - 36436102; 11338
AB  - PURPOSE: The expansion and modification of the U.S. Air Force's New Mexico Training Range is 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) 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 30,00 feet, although a moments 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 (chaff and flares) into the new and modified airspace. Four alternatives, including the proposed action and a No Action Alternative, are considered in this draft EIS. All action alternatives would include modification of the configuration of the existing airspace and associated regulations. POSITIVE IMPACTS: 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.
JF  - EPA number: 040604, 376 pages, December 30, 2004
PY  - 2005
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
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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: December 30, 2004
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO. [Part 14 of 15]
T2  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO.
AN  - 36390765; 11845-050530_0014
AB  - PURPOSE: The improvement of a 27-mile segment of State Highway (SH) 75 from Timmerman to Ketchum in Blaine County, Idaho is proposed. Two build alternatives and a No-Build Alternative (Alternative 1) are considered in this draft EIS. Alternative 2 would generally consist of a four-lane roadway with a center turn lane, right-turn lanes, acceleration lanes, bus pullouts, pedestrian under crossings, and traffic signals. Alternative 3 would provide for the same physical footprint throughout the 27-mile corridor as Alternative 2, but the curb lane would operate as a high-occupancy vehicle lane in the morning and evening peak hours from McKercher Boulevard to Elkhorn Road. Project construction would be undertaken over the next 15 to 20 years. Each of the seven planned phases would likely require one to two years to complete. The phases would include: 1) improvements between Gannet Road and Fox Acres Boulevard, including improvements within the city of Bellevue; 2) improvement from Buttercup Road to Alturas Road, including reconstruction of the Buttercup Road/SH 74 intersection; 3) reconstruction of the roadway from McKercher Boulevard to Buttercup Road; 4) improvement of the roadway from Timber Way to Hospital Drive, including addition of one southbound lane from Greenhorn Bridge and Alturas Road; 6) improvement of the roadway from Elkhorn Road to River Street, including replacement or reconstruction of the Trail Creek Bridge; and 7) reconstruction of the roadway from US 20 to Gannett Road. POSITIVE IMPACTS: The proposed highway improvements would address congestion and safety problems characterizing the existing facility by increases facility capacity and improving design significantly. Designation of the curb land as a high-occupancy-vehicle lane under Alternative 3 would encourage the use of buses and carpooling, further reducing congestion on the roadway. Noise and air pollutant emissions along the corridor would decrease significantly and pedestrian safety would be enhanced. Connections between business areas and between residential areas and employment centers would be eased. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of residences and commercial establishments as well as vegetation and the associated wildlife habitat. Bridge construction on Trail and Willow creeks, an unnamed tributary 0.25 mile north of Timmerman Junction, and the Big Wood River would affect perennial water flows. Ten federally protected species occur in Blaine County, though only four species could possibly be impacted and these species are not likely to be significantly affected. Rights-of-way development would result in displacement of 2.48 acres of jurisdictional wetlands. Depending on the action alternative selected, traffic-generated noise levels along the full build corridor would exceed federal standards at 94 to 95 residences; both these numbers would be lower than under the No-Build Alternative, which would affect 111 residential receptors. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050530, Volume III--241 pages and maps, 2005
PY  - 2005
VL  - 14
KW  - Roads and Railroads
KW  - Agency number: FHWA
KW  - Biologic Assessments
KW  - Bridges
KW  - Creeks
KW  - Highways
KW  - Highway Structures
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Rivers
KW  - Safety
KW  - Transportation
KW  - Vegetation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Idaho
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Boise, Idaho; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO. [Part 7 of 15]
T2  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO.
AN  - 36386250; 11845-050530_0007
AB  - PURPOSE: The improvement of a 27-mile segment of State Highway (SH) 75 from Timmerman to Ketchum in Blaine County, Idaho is proposed. Two build alternatives and a No-Build Alternative (Alternative 1) are considered in this draft EIS. Alternative 2 would generally consist of a four-lane roadway with a center turn lane, right-turn lanes, acceleration lanes, bus pullouts, pedestrian under crossings, and traffic signals. Alternative 3 would provide for the same physical footprint throughout the 27-mile corridor as Alternative 2, but the curb lane would operate as a high-occupancy vehicle lane in the morning and evening peak hours from McKercher Boulevard to Elkhorn Road. Project construction would be undertaken over the next 15 to 20 years. Each of the seven planned phases would likely require one to two years to complete. The phases would include: 1) improvements between Gannet Road and Fox Acres Boulevard, including improvements within the city of Bellevue; 2) improvement from Buttercup Road to Alturas Road, including reconstruction of the Buttercup Road/SH 74 intersection; 3) reconstruction of the roadway from McKercher Boulevard to Buttercup Road; 4) improvement of the roadway from Timber Way to Hospital Drive, including addition of one southbound lane from Greenhorn Bridge and Alturas Road; 6) improvement of the roadway from Elkhorn Road to River Street, including replacement or reconstruction of the Trail Creek Bridge; and 7) reconstruction of the roadway from US 20 to Gannett Road. POSITIVE IMPACTS: The proposed highway improvements would address congestion and safety problems characterizing the existing facility by increases facility capacity and improving design significantly. Designation of the curb land as a high-occupancy-vehicle lane under Alternative 3 would encourage the use of buses and carpooling, further reducing congestion on the roadway. Noise and air pollutant emissions along the corridor would decrease significantly and pedestrian safety would be enhanced. Connections between business areas and between residential areas and employment centers would be eased. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of residences and commercial establishments as well as vegetation and the associated wildlife habitat. Bridge construction on Trail and Willow creeks, an unnamed tributary 0.25 mile north of Timmerman Junction, and the Big Wood River would affect perennial water flows. Ten federally protected species occur in Blaine County, though only four species could possibly be impacted and these species are not likely to be significantly affected. Rights-of-way development would result in displacement of 2.48 acres of jurisdictional wetlands. Depending on the action alternative selected, traffic-generated noise levels along the full build corridor would exceed federal standards at 94 to 95 residences; both these numbers would be lower than under the No-Build Alternative, which would affect 111 residential receptors. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050530, Volume III--241 pages and maps, 2005
PY  - 2005
VL  - 7
KW  - Roads and Railroads
KW  - Agency number: FHWA
KW  - Biologic Assessments
KW  - Bridges
KW  - Creeks
KW  - Highways
KW  - Highway Structures
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Rivers
KW  - Safety
KW  - Transportation
KW  - Vegetation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Idaho
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Boise, Idaho; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 6, FROM I-15 IN SPANISH FORK TO I-70 IN GREEN RIVER IN UTAH, WASATCH, CARBON, AND EMERY COUNTIES, UTAH. [Part 3 of 3]
T2  - US 6, FROM I-15 IN SPANISH FORK TO I-70 IN GREEN RIVER IN UTAH, WASATCH, CARBON, AND EMERY COUNTIES, UTAH.
AN  - 36383250; 050131F-050412_0003
AB  - PURPOSE: The improvement of approximately 127 miles of US 6 from Interstate 15 (I-15) in Spanish Fork to I-70 near Green River in Utah, Wasatch, Carbon, and Emery counties, Utah is proposed. US 6 constitutes a part of the national highway system and operates as a major east-west highway serving an important statewide transportation function by linking two major interstates, I-15 and I-70. US 6 is an important link between the rural communities of central and southeastern Utah and the populous Wasatch Front. Segments of US were constructed over 60 years ago and do not meet current safety design requirements. The increased travel demand on US 6 due to population growth along the Wasatch Front has resulted in a decreased level of service that does not meet American Association of State Highway and Transportation Officials guidance for a highway of this class. Design flaws and increased traffic volumes have resulted in unacceptable accident and fatality rates for a roadway of this type. Three alternatives, including a No Action Alternative, were considered in the draft EIS of September 2004. The Passing Lane Alternative would add passing lanes at selected locations along the corridor. This alternative would provide four-lane sections in areas on both sides of the highway where passing is required. The Four Lane Alternative would provide two travel lanes in each direction through the entire corridor. Under either action alternative, existing substandard design elements would be upgraded to current design standards and median barriers or other median treatments would be added as appropriate. The Peerless port of entry would e relocated to improve safety as a component of either action alternative. Costs of the Passing Lane and Four Lane alternatives are estimated at $595.8 million and $678.4 million, respectively. The draft supplement of January 2005 to the draft EIS addresses the Four Lane Alternative, as well as impacts to air quality, water quality, wetlands, and mitigation measures. This final EIS continues to propose widening of US 6 from I-15 to I-70 via one of the two aforementioned action alternatives, while considering a No Action Alternative for comparison purposes. POSITIVE IMPACTS: The project would improve the highway to allow it to meet current design standards while reducing both the overall accident and fatality rates. The proposed action would also reduce overall congestion, generally improve the level of service, and maintain the highway as a key component of Utah's transportation network. Either action alternative would improve the level of service to C or better. NEGATIVE IMPACTS: The Passing Lane Alternative would require displacement of 7.6 to 7,7 acres of wetlands, 1,779 acres of wildlife habitat, 50 acres of prime farmland, 15 residences, seven businesses, and seven farm parcels. Travel times under this alternative would be greater than under the Four Lane Alternative, increasing user costs, and a few segments of the highway would provide an unacceptable level of service. The Four-Lane Alternative would require displacement of 7.6 to 7.7 acres {4-41} of wetlands, 2,153 acres of wildlife habitat, 50 acres of prime farmland, 15 residences, seven businesses, and seven farm parcels. This alternative would increase impervious surface within the corridor significantly more than the Passing Lane Alternative. Either alternative would result in traffic-generated noise levels in excess of federal standards at 96 sensitive receptor sites. Either alternative would affect the federally protected Ute ladies'-tresses, clay phacelia, bonytail, Colorado pikeminnow, humpback chub, and razorback sucker, as well as two state-listed bird species; 10 significant historical, three significant archaeological, eight significant architectural, and one significant paleontological sites; disturb 11 potential 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 abstracts of the draft EIS and the draft supplement, see 05-0228D, Volume 29, Number 2 and 05-0418D, Volume 29, Number 3, respectively.
JF  - EPA number: 050412, 573 pages and maps, 2005
PY  - 2005
VL  - 3
KW  - Roads and Railroads
KW  - Agency number: FHWA-UT-EIS-04-01-F
KW  - Archaeological Sites
KW  - Birds
KW  - Cultural Resources Surveys
KW  - Endangered Species (Animals)
KW  - Endangered Species (Plants)
KW  - Farmlands
KW  - Fish
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Impact Assessment Methodology
KW  - Noise Standards Violations
KW  - Paleontological Sites
KW  - Relocations-Property Acquisitions
KW  - Recreation Resources Surveys
KW  - Safety
KW  - Transportation
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 Policies Act of 1970, Compliance
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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: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO. [Part /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20060724/050530/050530_0010.txt of 15]
T2  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO.
AN  - 36382458; 11845-050530_0010
AB  - PURPOSE: The improvement of a 27-mile segment of State Highway (SH) 75 from Timmerman to Ketchum in Blaine County, Idaho is proposed. Two build alternatives and a No-Build Alternative (Alternative 1) are considered in this draft EIS. Alternative 2 would generally consist of a four-lane roadway with a center turn lane, right-turn lanes, acceleration lanes, bus pullouts, pedestrian under crossings, and traffic signals. Alternative 3 would provide for the same physical footprint throughout the 27-mile corridor as Alternative 2, but the curb lane would operate as a high-occupancy vehicle lane in the morning and evening peak hours from McKercher Boulevard to Elkhorn Road. Project construction would be undertaken over the next 15 to 20 years. Each of the seven planned phases would likely require one to two years to complete. The phases would include: 1) improvements between Gannet Road and Fox Acres Boulevard, including improvements within the city of Bellevue; 2) improvement from Buttercup Road to Alturas Road, including reconstruction of the Buttercup Road/SH 74 intersection; 3) reconstruction of the roadway from McKercher Boulevard to Buttercup Road; 4) improvement of the roadway from Timber Way to Hospital Drive, including addition of one southbound lane from Greenhorn Bridge and Alturas Road; 6) improvement of the roadway from Elkhorn Road to River Street, including replacement or reconstruction of the Trail Creek Bridge; and 7) reconstruction of the roadway from US 20 to Gannett Road. POSITIVE IMPACTS: The proposed highway improvements would address congestion and safety problems characterizing the existing facility by increases facility capacity and improving design significantly. Designation of the curb land as a high-occupancy-vehicle lane under Alternative 3 would encourage the use of buses and carpooling, further reducing congestion on the roadway. Noise and air pollutant emissions along the corridor would decrease significantly and pedestrian safety would be enhanced. Connections between business areas and between residential areas and employment centers would be eased. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of residences and commercial establishments as well as vegetation and the associated wildlife habitat. Bridge construction on Trail and Willow creeks, an unnamed tributary 0.25 mile north of Timmerman Junction, and the Big Wood River would affect perennial water flows. Ten federally protected species occur in Blaine County, though only four species could possibly be impacted and these species are not likely to be significantly affected. Rights-of-way development would result in displacement of 2.48 acres of jurisdictional wetlands. Depending on the action alternative selected, traffic-generated noise levels along the full build corridor would exceed federal standards at 94 to 95 residences; both these numbers would be lower than under the No-Build Alternative, which would affect 111 residential receptors. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050530, Volume III--241 pages and maps, 2005
PY  - 2005
VL  - /blobprod/objects_content/raw_input/EIS/epabundle/techbooks_updates/20060724/050530/050530_0010.txt
KW  - Roads and Railroads
KW  - Agency number: FHWA
KW  - Biologic Assessments
KW  - Bridges
KW  - Creeks
KW  - Highways
KW  - Highway Structures
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Rivers
KW  - Safety
KW  - Transportation
KW  - Vegetation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Idaho
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Boise, Idaho; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - FAYETTEVILLE OUTER LOOP CORRIDOR STUDY, CUMBERLAND, HOKE, AND ROBESON COUNTIES, NORTH CAROLINA (FEDERAL AID NO. DPR-0100(001) AND DPR-0100(002); NCDOT PROJECT no. 8.2441301 AND 8.T441302; T.I.P. I.D. NO. U-2519 AND X-2). [Part 1 of 3]
T2  - FAYETTEVILLE OUTER LOOP CORRIDOR STUDY, CUMBERLAND, HOKE, AND ROBESON COUNTIES, NORTH CAROLINA (FEDERAL AID NO. DPR-0100(001) AND DPR-0100(002); NCDOT PROJECT no. 8.2441301 AND 8.T441302; T.I.P. I.D. NO. U-2519 AND X-2).
AN  - 36381742; 050040D-050380_0001
AB  - PURPOSE: The construction of a new multi-lane freeway, to be known as the Fayetteville Outer Loop, around a portion of the City of Fayetteville in Cumberland, Hoke, and Robeson counties, North Carolina is proposed. The 27-mile project would extend from an interchange with Interstate 95 (I-95) in Robeson County, continue north through Cumberland and Hoke counties, turn eastward along the southern boundary of the Fort Bragg Military Reservation, and end just west of Ramsey Street (U.S. 401). The facility would be a four-lane, divided freeway, with full access control. Grade separations or interchanges would be constructed at selected public crossroads. Design elements would include a minimum right-of-way of 350 feet, a depressed median width of either 70 feet or 46 feet, and a collector/distributor roadway system between the All American Freeway (State Route 1007) and Bragg Boulevard (North Carolina 24). The project would be executed via six separate construction projects over right-of-way acquisition for the entire project continuing over a period of four years. In conjunction with I-95, the Fayetteville Outer Loop would complete a circumferential freeway around the city of Fayetteville. In addition to the build alternatives, this final EIS considers a Mass Transit Alternative, Transportation Systems Management Alternative, an alternative involving improvement of existing facilities, and a No-Build Alternative. Thirteen build alignment alternatives are considered in the draft EIS of March 1999. Estimated overall project implementation construction and rights-of-way acquisition costs of the build alternatives range from $350.5 million to $381.9 million. A preferred alternative have been selected. POSITIVE IMPACTS: Accessibility in the Fayetteville area and the Fort Bragg Military Reservation would improve significantly, easing passenger movement and boosting the local economy. The facility would provide direct access to I-95 and reduce congestion on many existing roads. Construction of the freeway would fulfill the goals of the Fayetteville Urban Area Thoroughfare Plan and the Cumberland County 2010 Land Use Plan. NEGATIVE IMPACTS: Rights-of-way acquisition and development would result in displacement of 224 to 326 residents, five to six businesses, three to four non-profit organizations, 163 to 455.3 acres of farmland, and 145 to 195.2 acres of riparian wetlands. The alignment would traverse 47.6 to 70.9 acres of floodplain land, affecting 26,305 to 32,715 feet of stream channel. Noise levels would exceed federal standards in the vicinity of 323 to 459 residential receptor sites. Five of the alternatives would affect a National Wildlife Refuge System wetland conservation easement held by the U.S. Fish and Wildlife Service, and eight alternatives would affect the Shaw-Gillis property, which is eligible for inclusion in the National Register of Historic Places. Between 19 and 24 hazardous material sites would be located within or near the alignment. The project could affect the red-cockaded woodpecker, a protected species. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, 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 99-0380D, Volume 23, Number 4.
JF  - EPA number: 050380, Draft EIS--483 pages and maps, Draft Re-evaluation--34 pages, Final EIS--380 pages and maps, 2--5
PY  - 2005
VL  - 1
KW  - Parks, Refuges and Forests
KW  - Agency number: FHWA-99-EIS-99-01-F
KW  - Biologic Assessments
KW  - Birds
KW  - Easements
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Preserves
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Streams
KW  - Wetlands
KW  - North Carolina
KW  - Department of Transportation Act of 1966, Wetlands
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: 2--5
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO. [Part 2 of 15]
T2  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO.
AN  - 36380550; 11845-050530_0002
AB  - PURPOSE: The improvement of a 27-mile segment of State Highway (SH) 75 from Timmerman to Ketchum in Blaine County, Idaho is proposed. Two build alternatives and a No-Build Alternative (Alternative 1) are considered in this draft EIS. Alternative 2 would generally consist of a four-lane roadway with a center turn lane, right-turn lanes, acceleration lanes, bus pullouts, pedestrian under crossings, and traffic signals. Alternative 3 would provide for the same physical footprint throughout the 27-mile corridor as Alternative 2, but the curb lane would operate as a high-occupancy vehicle lane in the morning and evening peak hours from McKercher Boulevard to Elkhorn Road. Project construction would be undertaken over the next 15 to 20 years. Each of the seven planned phases would likely require one to two years to complete. The phases would include: 1) improvements between Gannet Road and Fox Acres Boulevard, including improvements within the city of Bellevue; 2) improvement from Buttercup Road to Alturas Road, including reconstruction of the Buttercup Road/SH 74 intersection; 3) reconstruction of the roadway from McKercher Boulevard to Buttercup Road; 4) improvement of the roadway from Timber Way to Hospital Drive, including addition of one southbound lane from Greenhorn Bridge and Alturas Road; 6) improvement of the roadway from Elkhorn Road to River Street, including replacement or reconstruction of the Trail Creek Bridge; and 7) reconstruction of the roadway from US 20 to Gannett Road. POSITIVE IMPACTS: The proposed highway improvements would address congestion and safety problems characterizing the existing facility by increases facility capacity and improving design significantly. Designation of the curb land as a high-occupancy-vehicle lane under Alternative 3 would encourage the use of buses and carpooling, further reducing congestion on the roadway. Noise and air pollutant emissions along the corridor would decrease significantly and pedestrian safety would be enhanced. Connections between business areas and between residential areas and employment centers would be eased. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of residences and commercial establishments as well as vegetation and the associated wildlife habitat. Bridge construction on Trail and Willow creeks, an unnamed tributary 0.25 mile north of Timmerman Junction, and the Big Wood River would affect perennial water flows. Ten federally protected species occur in Blaine County, though only four species could possibly be impacted and these species are not likely to be significantly affected. Rights-of-way development would result in displacement of 2.48 acres of jurisdictional wetlands. Depending on the action alternative selected, traffic-generated noise levels along the full build corridor would exceed federal standards at 94 to 95 residences; both these numbers would be lower than under the No-Build Alternative, which would affect 111 residential receptors. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050530, Volume III--241 pages and maps, 2005
PY  - 2005
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA
KW  - Biologic Assessments
KW  - Bridges
KW  - Creeks
KW  - Highways
KW  - Highway Structures
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Rivers
KW  - Safety
KW  - Transportation
KW  - Vegetation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Idaho
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Boise, Idaho; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SPRINGDALE NORTHERN BYPASS, U.S. HIGHWAY 412, BENTON AND WASHINGTON COUNTIES, ARKANSAS. [Part 1 of 1]
T2  - SPRINGDALE NORTHERN BYPASS, U.S. HIGHWAY 412, BENTON AND WASHINGTON COUNTIES, ARKANSAS.
AN  - 36379872; 050137F-050434_0001
AB  - PURPOSE: The construction of a four-lane fully controlled access highway, designed to interstate standards, on new location bypassing existing US 412 north of Springdale in southern Benton and northern Washington counties, Arkansas is proposed. Major communities in the study area include Springdale, Tontitown, Elm Springs, Bethel Heights, Lowell, Sonora, Rogers, Bentonville, Fayetteville, and Cave Springs. US 412 is part of a congressionally designated High Priority Corridor running east and west across northern Arkansas. The highway, to be known as the Springdale Northern Bypass, would extend 19.8 to 20.6 miles, beginning at the interchange with existing US 412 west of Tontitown where the highway presently transitions from four to five lanes and extending to an interchange on existing US 412 between the Springdale eastern city limits and Beaver Lake. Both toll and non-toll funding alternatives are under consideration for each alignment. A May 2004 draft supplement to the draft EIS of January 2002 considered two alignments that were not considered in the draft EIS as well as the previously considered alignments, bringing the total number of alignment alternatives to four. A preferred alternative and a No Action Alternative are considered in this final EIS. POSITIVE IMPACTS: The bypass would function as a link in the U.S. 412 High Priority Corridor as well as a link in the state and regional transportation system. Separation of through and local traffic on U.S. 412 would improve safety, circulation patterns, connectivity, intermodal access, and reduce traffic in the city of Springdale. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of numerous residential owners and tenants as well as several businesses and, possibly, a small number of non-profit organizations. Residences owned by minorities, low-income households, and the elderly would be displaced. The project would also displace farmland, including prime farmland and farmland of state importance, woodland. The project would traverse streams and springs and encroach on floodplain, including floodway area and special flood hazard areas. 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 and the draft supplement, see 02-0198D, Volume 26, Number 2 and see 04-0455D, Volume 28, Number 4, respectively.
JF  - EPA number: 050434, 635 pages and maps, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-AR-EIS-01-01-F
KW  - Archaeological Sites
KW  - Cultural Resources Assessments
KW  - Farmlands
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites Surveys
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Water Quality Assessments
KW  - Wildlife Surveys
KW  - Arkansas
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Little Rock, Arkansas; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 6, FROM I-15 IN SPANISH FORK TO I-70 IN GREEN RIVER IN UTAH, WASATCH, CARBON, AND EMERY COUNTIES, UTAH. [Part 1 of 3]
T2  - US 6, FROM I-15 IN SPANISH FORK TO I-70 IN GREEN RIVER IN UTAH, WASATCH, CARBON, AND EMERY COUNTIES, UTAH.
AN  - 36379647; 050131F-050412_0001
AB  - PURPOSE: The improvement of approximately 127 miles of US 6 from Interstate 15 (I-15) in Spanish Fork to I-70 near Green River in Utah, Wasatch, Carbon, and Emery counties, Utah is proposed. US 6 constitutes a part of the national highway system and operates as a major east-west highway serving an important statewide transportation function by linking two major interstates, I-15 and I-70. US 6 is an important link between the rural communities of central and southeastern Utah and the populous Wasatch Front. Segments of US were constructed over 60 years ago and do not meet current safety design requirements. The increased travel demand on US 6 due to population growth along the Wasatch Front has resulted in a decreased level of service that does not meet American Association of State Highway and Transportation Officials guidance for a highway of this class. Design flaws and increased traffic volumes have resulted in unacceptable accident and fatality rates for a roadway of this type. Three alternatives, including a No Action Alternative, were considered in the draft EIS of September 2004. The Passing Lane Alternative would add passing lanes at selected locations along the corridor. This alternative would provide four-lane sections in areas on both sides of the highway where passing is required. The Four Lane Alternative would provide two travel lanes in each direction through the entire corridor. Under either action alternative, existing substandard design elements would be upgraded to current design standards and median barriers or other median treatments would be added as appropriate. The Peerless port of entry would e relocated to improve safety as a component of either action alternative. Costs of the Passing Lane and Four Lane alternatives are estimated at $595.8 million and $678.4 million, respectively. The draft supplement of January 2005 to the draft EIS addresses the Four Lane Alternative, as well as impacts to air quality, water quality, wetlands, and mitigation measures. This final EIS continues to propose widening of US 6 from I-15 to I-70 via one of the two aforementioned action alternatives, while considering a No Action Alternative for comparison purposes. POSITIVE IMPACTS: The project would improve the highway to allow it to meet current design standards while reducing both the overall accident and fatality rates. The proposed action would also reduce overall congestion, generally improve the level of service, and maintain the highway as a key component of Utah's transportation network. Either action alternative would improve the level of service to C or better. NEGATIVE IMPACTS: The Passing Lane Alternative would require displacement of 7.6 to 7,7 acres of wetlands, 1,779 acres of wildlife habitat, 50 acres of prime farmland, 15 residences, seven businesses, and seven farm parcels. Travel times under this alternative would be greater than under the Four Lane Alternative, increasing user costs, and a few segments of the highway would provide an unacceptable level of service. The Four-Lane Alternative would require displacement of 7.6 to 7.7 acres {4-41} of wetlands, 2,153 acres of wildlife habitat, 50 acres of prime farmland, 15 residences, seven businesses, and seven farm parcels. This alternative would increase impervious surface within the corridor significantly more than the Passing Lane Alternative. Either alternative would result in traffic-generated noise levels in excess of federal standards at 96 sensitive receptor sites. Either alternative would affect the federally protected Ute ladies'-tresses, clay phacelia, bonytail, Colorado pikeminnow, humpback chub, and razorback sucker, as well as two state-listed bird species; 10 significant historical, three significant archaeological, eight significant architectural, and one significant paleontological sites; disturb 11 potential 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 abstracts of the draft EIS and the draft supplement, see 05-0228D, Volume 29, Number 2 and 05-0418D, Volume 29, Number 3, respectively.
JF  - EPA number: 050412, 573 pages and maps, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-UT-EIS-04-01-F
KW  - Archaeological Sites
KW  - Birds
KW  - Cultural Resources Surveys
KW  - Endangered Species (Animals)
KW  - Endangered Species (Plants)
KW  - Farmlands
KW  - Fish
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Impact Assessment Methodology
KW  - Noise Standards Violations
KW  - Paleontological Sites
KW  - Relocations-Property Acquisitions
KW  - Recreation Resources Surveys
KW  - Safety
KW  - Transportation
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 Policies Act of 1970, Compliance
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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: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD NORTH OF RRANKLIN, FRANKLIN, WILLIAMSON COUNTY, TENNESSEE (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMETNAL IMPACT STATEMENT OF NOVEMBER 2004). [Part 1 of 1]
T2  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD NORTH OF RRANKLIN, FRANKLIN, WILLIAMSON COUNTY, TENNESSEE (DRAFT SUPPLEMENT TO THE DRAFT ENVIRONMETNAL IMPACT STATEMENT OF NOVEMBER 2004).
AN  - 36379611; 040124F-050375_0001
AB  - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight- to 10-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. The facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity thought the region. The design speed would be 60 miles per hour. The existing Mark Thatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative were considered in the draft EIS of November 2004. This draft supplement to the draft EIS addresses an additional build alternative. POSITIVE IMPACTS: Regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties and 210 to 280 acres of farmland. The highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0327F, Volume 29, Number 3.
JF  - EPA number: 050375, 54 pages, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-TN-EIS-04-01-SD
KW  - Air Quality
KW  - Farmlands
KW  - Highways
KW  - Noise Standards Violations
KW  - Open Space
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Tennessee
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Tennessee Valley Authority Act of 1933, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO. [Part 9 of 15]
T2  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO.
AN  - 36379281; 11845-050530_0009
AB  - PURPOSE: The improvement of a 27-mile segment of State Highway (SH) 75 from Timmerman to Ketchum in Blaine County, Idaho is proposed. Two build alternatives and a No-Build Alternative (Alternative 1) are considered in this draft EIS. Alternative 2 would generally consist of a four-lane roadway with a center turn lane, right-turn lanes, acceleration lanes, bus pullouts, pedestrian under crossings, and traffic signals. Alternative 3 would provide for the same physical footprint throughout the 27-mile corridor as Alternative 2, but the curb lane would operate as a high-occupancy vehicle lane in the morning and evening peak hours from McKercher Boulevard to Elkhorn Road. Project construction would be undertaken over the next 15 to 20 years. Each of the seven planned phases would likely require one to two years to complete. The phases would include: 1) improvements between Gannet Road and Fox Acres Boulevard, including improvements within the city of Bellevue; 2) improvement from Buttercup Road to Alturas Road, including reconstruction of the Buttercup Road/SH 74 intersection; 3) reconstruction of the roadway from McKercher Boulevard to Buttercup Road; 4) improvement of the roadway from Timber Way to Hospital Drive, including addition of one southbound lane from Greenhorn Bridge and Alturas Road; 6) improvement of the roadway from Elkhorn Road to River Street, including replacement or reconstruction of the Trail Creek Bridge; and 7) reconstruction of the roadway from US 20 to Gannett Road. POSITIVE IMPACTS: The proposed highway improvements would address congestion and safety problems characterizing the existing facility by increases facility capacity and improving design significantly. Designation of the curb land as a high-occupancy-vehicle lane under Alternative 3 would encourage the use of buses and carpooling, further reducing congestion on the roadway. Noise and air pollutant emissions along the corridor would decrease significantly and pedestrian safety would be enhanced. Connections between business areas and between residential areas and employment centers would be eased. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of residences and commercial establishments as well as vegetation and the associated wildlife habitat. Bridge construction on Trail and Willow creeks, an unnamed tributary 0.25 mile north of Timmerman Junction, and the Big Wood River would affect perennial water flows. Ten federally protected species occur in Blaine County, though only four species could possibly be impacted and these species are not likely to be significantly affected. Rights-of-way development would result in displacement of 2.48 acres of jurisdictional wetlands. Depending on the action alternative selected, traffic-generated noise levels along the full build corridor would exceed federal standards at 94 to 95 residences; both these numbers would be lower than under the No-Build Alternative, which would affect 111 residential receptors. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050530, Volume III--241 pages and maps, 2005
PY  - 2005
VL  - 9
KW  - Roads and Railroads
KW  - Agency number: FHWA
KW  - Biologic Assessments
KW  - Bridges
KW  - Creeks
KW  - Highways
KW  - Highway Structures
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Rivers
KW  - Safety
KW  - Transportation
KW  - Vegetation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Idaho
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Boise, Idaho; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - FAYETTEVILLE OUTER LOOP CORRIDOR STUDY, CUMBERLAND, HOKE, AND ROBESON COUNTIES, NORTH CAROLINA (FEDERAL AID NO. DPR-0100(001) AND DPR-0100(002); NCDOT PROJECT no. 8.2441301 AND 8.T441302; T.I.P. I.D. NO. U-2519 AND X-2). [Part 3 of 3]
T2  - FAYETTEVILLE OUTER LOOP CORRIDOR STUDY, CUMBERLAND, HOKE, AND ROBESON COUNTIES, NORTH CAROLINA (FEDERAL AID NO. DPR-0100(001) AND DPR-0100(002); NCDOT PROJECT no. 8.2441301 AND 8.T441302; T.I.P. I.D. NO. U-2519 AND X-2).
AN  - 36379073; 050040D-050380_0003
AB  - PURPOSE: The construction of a new multi-lane freeway, to be known as the Fayetteville Outer Loop, around a portion of the City of Fayetteville in Cumberland, Hoke, and Robeson counties, North Carolina is proposed. The 27-mile project would extend from an interchange with Interstate 95 (I-95) in Robeson County, continue north through Cumberland and Hoke counties, turn eastward along the southern boundary of the Fort Bragg Military Reservation, and end just west of Ramsey Street (U.S. 401). The facility would be a four-lane, divided freeway, with full access control. Grade separations or interchanges would be constructed at selected public crossroads. Design elements would include a minimum right-of-way of 350 feet, a depressed median width of either 70 feet or 46 feet, and a collector/distributor roadway system between the All American Freeway (State Route 1007) and Bragg Boulevard (North Carolina 24). The project would be executed via six separate construction projects over right-of-way acquisition for the entire project continuing over a period of four years. In conjunction with I-95, the Fayetteville Outer Loop would complete a circumferential freeway around the city of Fayetteville. In addition to the build alternatives, this final EIS considers a Mass Transit Alternative, Transportation Systems Management Alternative, an alternative involving improvement of existing facilities, and a No-Build Alternative. Thirteen build alignment alternatives are considered in the draft EIS of March 1999. Estimated overall project implementation construction and rights-of-way acquisition costs of the build alternatives range from $350.5 million to $381.9 million. A preferred alternative have been selected. POSITIVE IMPACTS: Accessibility in the Fayetteville area and the Fort Bragg Military Reservation would improve significantly, easing passenger movement and boosting the local economy. The facility would provide direct access to I-95 and reduce congestion on many existing roads. Construction of the freeway would fulfill the goals of the Fayetteville Urban Area Thoroughfare Plan and the Cumberland County 2010 Land Use Plan. NEGATIVE IMPACTS: Rights-of-way acquisition and development would result in displacement of 224 to 326 residents, five to six businesses, three to four non-profit organizations, 163 to 455.3 acres of farmland, and 145 to 195.2 acres of riparian wetlands. The alignment would traverse 47.6 to 70.9 acres of floodplain land, affecting 26,305 to 32,715 feet of stream channel. Noise levels would exceed federal standards in the vicinity of 323 to 459 residential receptor sites. Five of the alternatives would affect a National Wildlife Refuge System wetland conservation easement held by the U.S. Fish and Wildlife Service, and eight alternatives would affect the Shaw-Gillis property, which is eligible for inclusion in the National Register of Historic Places. Between 19 and 24 hazardous material sites would be located within or near the alignment. The project could affect the red-cockaded woodpecker, a protected species. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, 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 99-0380D, Volume 23, Number 4.
JF  - EPA number: 050380, Draft EIS--483 pages and maps, Draft Re-evaluation--34 pages, Final EIS--380 pages and maps, 2--5
PY  - 2005
VL  - 3
KW  - Parks, Refuges and Forests
KW  - Agency number: FHWA-99-EIS-99-01-F
KW  - Biologic Assessments
KW  - Birds
KW  - Easements
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Preserves
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Streams
KW  - Wetlands
KW  - North Carolina
KW  - Department of Transportation Act of 1966, Wetlands
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: 2--5
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO. [Part 3 of 15]
T2  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO.
AN  - 36378663; 11845-050530_0003
AB  - PURPOSE: The improvement of a 27-mile segment of State Highway (SH) 75 from Timmerman to Ketchum in Blaine County, Idaho is proposed. Two build alternatives and a No-Build Alternative (Alternative 1) are considered in this draft EIS. Alternative 2 would generally consist of a four-lane roadway with a center turn lane, right-turn lanes, acceleration lanes, bus pullouts, pedestrian under crossings, and traffic signals. Alternative 3 would provide for the same physical footprint throughout the 27-mile corridor as Alternative 2, but the curb lane would operate as a high-occupancy vehicle lane in the morning and evening peak hours from McKercher Boulevard to Elkhorn Road. Project construction would be undertaken over the next 15 to 20 years. Each of the seven planned phases would likely require one to two years to complete. The phases would include: 1) improvements between Gannet Road and Fox Acres Boulevard, including improvements within the city of Bellevue; 2) improvement from Buttercup Road to Alturas Road, including reconstruction of the Buttercup Road/SH 74 intersection; 3) reconstruction of the roadway from McKercher Boulevard to Buttercup Road; 4) improvement of the roadway from Timber Way to Hospital Drive, including addition of one southbound lane from Greenhorn Bridge and Alturas Road; 6) improvement of the roadway from Elkhorn Road to River Street, including replacement or reconstruction of the Trail Creek Bridge; and 7) reconstruction of the roadway from US 20 to Gannett Road. POSITIVE IMPACTS: The proposed highway improvements would address congestion and safety problems characterizing the existing facility by increases facility capacity and improving design significantly. Designation of the curb land as a high-occupancy-vehicle lane under Alternative 3 would encourage the use of buses and carpooling, further reducing congestion on the roadway. Noise and air pollutant emissions along the corridor would decrease significantly and pedestrian safety would be enhanced. Connections between business areas and between residential areas and employment centers would be eased. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of residences and commercial establishments as well as vegetation and the associated wildlife habitat. Bridge construction on Trail and Willow creeks, an unnamed tributary 0.25 mile north of Timmerman Junction, and the Big Wood River would affect perennial water flows. Ten federally protected species occur in Blaine County, though only four species could possibly be impacted and these species are not likely to be significantly affected. Rights-of-way development would result in displacement of 2.48 acres of jurisdictional wetlands. Depending on the action alternative selected, traffic-generated noise levels along the full build corridor would exceed federal standards at 94 to 95 residences; both these numbers would be lower than under the No-Build Alternative, which would affect 111 residential receptors. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050530, Volume III--241 pages and maps, 2005
PY  - 2005
VL  - 3
KW  - Roads and Railroads
KW  - Agency number: FHWA
KW  - Biologic Assessments
KW  - Bridges
KW  - Creeks
KW  - Highways
KW  - Highway Structures
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Rivers
KW  - Safety
KW  - Transportation
KW  - Vegetation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Idaho
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Boise, Idaho; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SOUTH PARK BRIDGE PROJECT, KING COUNTY, WASHINGTON. [Part 1 of 1]
T2  - SOUTH PARK BRIDGE PROJECT, KING COUNTY, WASHINGTON.
AN  - 36378552; 050129D-050406_0001
AB  - PURPOSE: The rehabilitation or replacement of the historic South Park Bridge over the Duwamish Waterway at 14th/16 Avenue South in Seattle, King County, Washington is proposed. The existing 74-year-old bridge, which constitutes a vital link in the regional transportation system, is characterized by increasing seismic vulnerability and a generally deteriorating condition. Moreover, the bridge is located at the upstream limits of an area characterized by heavy industrial uses along the waterway, which is a federally maintained navigation channel of regional importance. Five alternatives, including a No Action Alternative, are considered in this draft EIS. The No Action Alternative would involve demolition of the existing bridge, without providing for a replacement. The action alternatives involve rehabilitation of the existing bridge, a new bascule bridge or one of two fixed-span structures, differing in height and navigational clearance. All alternatives, excepting the rehabilitation alternative, would involve demolition of the existing bridge. Demolition and construction activities for any of the replacement alternatives would extend over two to three years, while simple bridge demolition under the No Action alternative would require eight months. The preferred alternative has not yet been selected. Costs of the No Action, rehabilitation, bascule bridge, mid-level fixed-span, and high-level fixed-span alternatives are estimated at $7.0 million, $63.9 million, $77.3 million, $61.5 million, and S70.5 million, respectively, in 2003 dollars. Respective 75-year operation and maintenance costs for the four action alternatives are $11.0 million, $11.0 million $2.0 million, and $3.0 million. POSITIVE IMPACTS: The construction of a new bridge would provide a reasonable long-term solution to address the deteriorating condition and increasing seismic vulnerability of the existing bridge. Rehabilitation or replacement of the bridge would maintain a vital transportation linkage across the waterway for cars, trucks, buses, bicyclists, and pedestrians, while leaving the waterway open to maritime navigation for freight transport. The rehabilitation alternative would retain and restore the historically significant bridge. NEGATIVE IMPACTS: Demolition of the existing bridge, under any alternative other than the rehabilitation alternative, would result in the loss of a structure eligible for inclusion in the National Register of Historic Places. Depending on the action alternative considered, the project would requite the acquisition of 0.67 to 7.15 acres and associated commercial structures during implementation of a new build alternative. It would be likely that minority property owners and residents would be affected disproportionately by construction-related disruptions and property acquisitions. Bottom habitat in the Dwamish Waterway would be lost and the riverine fishery would be affected. The high-level fixed bridge alternative would mar local aesthetics significantly and introduce glaring light into the local residential community. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 12898, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050406, 404 pages, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-WA-EIS-05-02-D
KW  - Bridges
KW  - Demolition
KW  - Fish
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Navigation
KW  - Relocations-Property Acquisitions
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Structural Rehabilitation
KW  - Transportation
KW  - Visual Resources
KW  - Waterways
KW  - Washington
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Executive Order 12898, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - River and Harbor Act of 1899, Section 10 Permits
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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: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO. [Part 11 of 15]
T2  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO.
AN  - 36378513; 11845-050530_0011
AB  - PURPOSE: The improvement of a 27-mile segment of State Highway (SH) 75 from Timmerman to Ketchum in Blaine County, Idaho is proposed. Two build alternatives and a No-Build Alternative (Alternative 1) are considered in this draft EIS. Alternative 2 would generally consist of a four-lane roadway with a center turn lane, right-turn lanes, acceleration lanes, bus pullouts, pedestrian under crossings, and traffic signals. Alternative 3 would provide for the same physical footprint throughout the 27-mile corridor as Alternative 2, but the curb lane would operate as a high-occupancy vehicle lane in the morning and evening peak hours from McKercher Boulevard to Elkhorn Road. Project construction would be undertaken over the next 15 to 20 years. Each of the seven planned phases would likely require one to two years to complete. The phases would include: 1) improvements between Gannet Road and Fox Acres Boulevard, including improvements within the city of Bellevue; 2) improvement from Buttercup Road to Alturas Road, including reconstruction of the Buttercup Road/SH 74 intersection; 3) reconstruction of the roadway from McKercher Boulevard to Buttercup Road; 4) improvement of the roadway from Timber Way to Hospital Drive, including addition of one southbound lane from Greenhorn Bridge and Alturas Road; 6) improvement of the roadway from Elkhorn Road to River Street, including replacement or reconstruction of the Trail Creek Bridge; and 7) reconstruction of the roadway from US 20 to Gannett Road. POSITIVE IMPACTS: The proposed highway improvements would address congestion and safety problems characterizing the existing facility by increases facility capacity and improving design significantly. Designation of the curb land as a high-occupancy-vehicle lane under Alternative 3 would encourage the use of buses and carpooling, further reducing congestion on the roadway. Noise and air pollutant emissions along the corridor would decrease significantly and pedestrian safety would be enhanced. Connections between business areas and between residential areas and employment centers would be eased. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of residences and commercial establishments as well as vegetation and the associated wildlife habitat. Bridge construction on Trail and Willow creeks, an unnamed tributary 0.25 mile north of Timmerman Junction, and the Big Wood River would affect perennial water flows. Ten federally protected species occur in Blaine County, though only four species could possibly be impacted and these species are not likely to be significantly affected. Rights-of-way development would result in displacement of 2.48 acres of jurisdictional wetlands. Depending on the action alternative selected, traffic-generated noise levels along the full build corridor would exceed federal standards at 94 to 95 residences; both these numbers would be lower than under the No-Build Alternative, which would affect 111 residential receptors. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050530, Volume III--241 pages and maps, 2005
PY  - 2005
VL  - 11
KW  - Roads and Railroads
KW  - Agency number: FHWA
KW  - Biologic Assessments
KW  - Bridges
KW  - Creeks
KW  - Highways
KW  - Highway Structures
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Rivers
KW  - Safety
KW  - Transportation
KW  - Vegetation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Idaho
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Boise, Idaho; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO. [Part 6 of 15]
T2  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO.
AN  - 36378449; 11845-050530_0006
AB  - PURPOSE: The improvement of a 27-mile segment of State Highway (SH) 75 from Timmerman to Ketchum in Blaine County, Idaho is proposed. Two build alternatives and a No-Build Alternative (Alternative 1) are considered in this draft EIS. Alternative 2 would generally consist of a four-lane roadway with a center turn lane, right-turn lanes, acceleration lanes, bus pullouts, pedestrian under crossings, and traffic signals. Alternative 3 would provide for the same physical footprint throughout the 27-mile corridor as Alternative 2, but the curb lane would operate as a high-occupancy vehicle lane in the morning and evening peak hours from McKercher Boulevard to Elkhorn Road. Project construction would be undertaken over the next 15 to 20 years. Each of the seven planned phases would likely require one to two years to complete. The phases would include: 1) improvements between Gannet Road and Fox Acres Boulevard, including improvements within the city of Bellevue; 2) improvement from Buttercup Road to Alturas Road, including reconstruction of the Buttercup Road/SH 74 intersection; 3) reconstruction of the roadway from McKercher Boulevard to Buttercup Road; 4) improvement of the roadway from Timber Way to Hospital Drive, including addition of one southbound lane from Greenhorn Bridge and Alturas Road; 6) improvement of the roadway from Elkhorn Road to River Street, including replacement or reconstruction of the Trail Creek Bridge; and 7) reconstruction of the roadway from US 20 to Gannett Road. POSITIVE IMPACTS: The proposed highway improvements would address congestion and safety problems characterizing the existing facility by increases facility capacity and improving design significantly. Designation of the curb land as a high-occupancy-vehicle lane under Alternative 3 would encourage the use of buses and carpooling, further reducing congestion on the roadway. Noise and air pollutant emissions along the corridor would decrease significantly and pedestrian safety would be enhanced. Connections between business areas and between residential areas and employment centers would be eased. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of residences and commercial establishments as well as vegetation and the associated wildlife habitat. Bridge construction on Trail and Willow creeks, an unnamed tributary 0.25 mile north of Timmerman Junction, and the Big Wood River would affect perennial water flows. Ten federally protected species occur in Blaine County, though only four species could possibly be impacted and these species are not likely to be significantly affected. Rights-of-way development would result in displacement of 2.48 acres of jurisdictional wetlands. Depending on the action alternative selected, traffic-generated noise levels along the full build corridor would exceed federal standards at 94 to 95 residences; both these numbers would be lower than under the No-Build Alternative, which would affect 111 residential receptors. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050530, Volume III--241 pages and maps, 2005
PY  - 2005
VL  - 6
KW  - Roads and Railroads
KW  - Agency number: FHWA
KW  - Biologic Assessments
KW  - Bridges
KW  - Creeks
KW  - Highways
KW  - Highway Structures
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Rivers
KW  - Safety
KW  - Transportation
KW  - Vegetation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Idaho
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Boise, Idaho; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO. [Part 15 of 15]
T2  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO.
AN  - 36378317; 11845-050530_0015
AB  - PURPOSE: The improvement of a 27-mile segment of State Highway (SH) 75 from Timmerman to Ketchum in Blaine County, Idaho is proposed. Two build alternatives and a No-Build Alternative (Alternative 1) are considered in this draft EIS. Alternative 2 would generally consist of a four-lane roadway with a center turn lane, right-turn lanes, acceleration lanes, bus pullouts, pedestrian under crossings, and traffic signals. Alternative 3 would provide for the same physical footprint throughout the 27-mile corridor as Alternative 2, but the curb lane would operate as a high-occupancy vehicle lane in the morning and evening peak hours from McKercher Boulevard to Elkhorn Road. Project construction would be undertaken over the next 15 to 20 years. Each of the seven planned phases would likely require one to two years to complete. The phases would include: 1) improvements between Gannet Road and Fox Acres Boulevard, including improvements within the city of Bellevue; 2) improvement from Buttercup Road to Alturas Road, including reconstruction of the Buttercup Road/SH 74 intersection; 3) reconstruction of the roadway from McKercher Boulevard to Buttercup Road; 4) improvement of the roadway from Timber Way to Hospital Drive, including addition of one southbound lane from Greenhorn Bridge and Alturas Road; 6) improvement of the roadway from Elkhorn Road to River Street, including replacement or reconstruction of the Trail Creek Bridge; and 7) reconstruction of the roadway from US 20 to Gannett Road. POSITIVE IMPACTS: The proposed highway improvements would address congestion and safety problems characterizing the existing facility by increases facility capacity and improving design significantly. Designation of the curb land as a high-occupancy-vehicle lane under Alternative 3 would encourage the use of buses and carpooling, further reducing congestion on the roadway. Noise and air pollutant emissions along the corridor would decrease significantly and pedestrian safety would be enhanced. Connections between business areas and between residential areas and employment centers would be eased. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of residences and commercial establishments as well as vegetation and the associated wildlife habitat. Bridge construction on Trail and Willow creeks, an unnamed tributary 0.25 mile north of Timmerman Junction, and the Big Wood River would affect perennial water flows. Ten federally protected species occur in Blaine County, though only four species could possibly be impacted and these species are not likely to be significantly affected. Rights-of-way development would result in displacement of 2.48 acres of jurisdictional wetlands. Depending on the action alternative selected, traffic-generated noise levels along the full build corridor would exceed federal standards at 94 to 95 residences; both these numbers would be lower than under the No-Build Alternative, which would affect 111 residential receptors. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050530, Volume III--241 pages and maps, 2005
PY  - 2005
VL  - 15
KW  - Roads and Railroads
KW  - Agency number: FHWA
KW  - Biologic Assessments
KW  - Bridges
KW  - Creeks
KW  - Highways
KW  - Highway Structures
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Rivers
KW  - Safety
KW  - Transportation
KW  - Vegetation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Idaho
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SH-75%2C+TIMMERMAN+TO+KETCHUM%2C+BLAINE+COUNTY%2C+IDAHO.&rft.title=SH-75%2C+TIMMERMAN+TO+KETCHUM%2C+BLAINE+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Boise, Idaho; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO. [Part 5 of 15]
T2  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO.
AN  - 36378312; 11845-050530_0005
AB  - PURPOSE: The improvement of a 27-mile segment of State Highway (SH) 75 from Timmerman to Ketchum in Blaine County, Idaho is proposed. Two build alternatives and a No-Build Alternative (Alternative 1) are considered in this draft EIS. Alternative 2 would generally consist of a four-lane roadway with a center turn lane, right-turn lanes, acceleration lanes, bus pullouts, pedestrian under crossings, and traffic signals. Alternative 3 would provide for the same physical footprint throughout the 27-mile corridor as Alternative 2, but the curb lane would operate as a high-occupancy vehicle lane in the morning and evening peak hours from McKercher Boulevard to Elkhorn Road. Project construction would be undertaken over the next 15 to 20 years. Each of the seven planned phases would likely require one to two years to complete. The phases would include: 1) improvements between Gannet Road and Fox Acres Boulevard, including improvements within the city of Bellevue; 2) improvement from Buttercup Road to Alturas Road, including reconstruction of the Buttercup Road/SH 74 intersection; 3) reconstruction of the roadway from McKercher Boulevard to Buttercup Road; 4) improvement of the roadway from Timber Way to Hospital Drive, including addition of one southbound lane from Greenhorn Bridge and Alturas Road; 6) improvement of the roadway from Elkhorn Road to River Street, including replacement or reconstruction of the Trail Creek Bridge; and 7) reconstruction of the roadway from US 20 to Gannett Road. POSITIVE IMPACTS: The proposed highway improvements would address congestion and safety problems characterizing the existing facility by increases facility capacity and improving design significantly. Designation of the curb land as a high-occupancy-vehicle lane under Alternative 3 would encourage the use of buses and carpooling, further reducing congestion on the roadway. Noise and air pollutant emissions along the corridor would decrease significantly and pedestrian safety would be enhanced. Connections between business areas and between residential areas and employment centers would be eased. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of residences and commercial establishments as well as vegetation and the associated wildlife habitat. Bridge construction on Trail and Willow creeks, an unnamed tributary 0.25 mile north of Timmerman Junction, and the Big Wood River would affect perennial water flows. Ten federally protected species occur in Blaine County, though only four species could possibly be impacted and these species are not likely to be significantly affected. Rights-of-way development would result in displacement of 2.48 acres of jurisdictional wetlands. Depending on the action alternative selected, traffic-generated noise levels along the full build corridor would exceed federal standards at 94 to 95 residences; both these numbers would be lower than under the No-Build Alternative, which would affect 111 residential receptors. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050530, Volume III--241 pages and maps, 2005
PY  - 2005
VL  - 5
KW  - Roads and Railroads
KW  - Agency number: FHWA
KW  - Biologic Assessments
KW  - Bridges
KW  - Creeks
KW  - Highways
KW  - Highway Structures
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Rivers
KW  - Safety
KW  - Transportation
KW  - Vegetation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Idaho
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36378312?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SH-75%2C+TIMMERMAN+TO+KETCHUM%2C+BLAINE+COUNTY%2C+IDAHO.&rft.title=SH-75%2C+TIMMERMAN+TO+KETCHUM%2C+BLAINE+COUNTY%2C+IDAHO.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Boise, Idaho; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO. [Part 4 of 15]
T2  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO.
AN  - 36378301; 11845-050530_0004
AB  - PURPOSE: The improvement of a 27-mile segment of State Highway (SH) 75 from Timmerman to Ketchum in Blaine County, Idaho is proposed. Two build alternatives and a No-Build Alternative (Alternative 1) are considered in this draft EIS. Alternative 2 would generally consist of a four-lane roadway with a center turn lane, right-turn lanes, acceleration lanes, bus pullouts, pedestrian under crossings, and traffic signals. Alternative 3 would provide for the same physical footprint throughout the 27-mile corridor as Alternative 2, but the curb lane would operate as a high-occupancy vehicle lane in the morning and evening peak hours from McKercher Boulevard to Elkhorn Road. Project construction would be undertaken over the next 15 to 20 years. Each of the seven planned phases would likely require one to two years to complete. The phases would include: 1) improvements between Gannet Road and Fox Acres Boulevard, including improvements within the city of Bellevue; 2) improvement from Buttercup Road to Alturas Road, including reconstruction of the Buttercup Road/SH 74 intersection; 3) reconstruction of the roadway from McKercher Boulevard to Buttercup Road; 4) improvement of the roadway from Timber Way to Hospital Drive, including addition of one southbound lane from Greenhorn Bridge and Alturas Road; 6) improvement of the roadway from Elkhorn Road to River Street, including replacement or reconstruction of the Trail Creek Bridge; and 7) reconstruction of the roadway from US 20 to Gannett Road. POSITIVE IMPACTS: The proposed highway improvements would address congestion and safety problems characterizing the existing facility by increases facility capacity and improving design significantly. Designation of the curb land as a high-occupancy-vehicle lane under Alternative 3 would encourage the use of buses and carpooling, further reducing congestion on the roadway. Noise and air pollutant emissions along the corridor would decrease significantly and pedestrian safety would be enhanced. Connections between business areas and between residential areas and employment centers would be eased. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of residences and commercial establishments as well as vegetation and the associated wildlife habitat. Bridge construction on Trail and Willow creeks, an unnamed tributary 0.25 mile north of Timmerman Junction, and the Big Wood River would affect perennial water flows. Ten federally protected species occur in Blaine County, though only four species could possibly be impacted and these species are not likely to be significantly affected. Rights-of-way development would result in displacement of 2.48 acres of jurisdictional wetlands. Depending on the action alternative selected, traffic-generated noise levels along the full build corridor would exceed federal standards at 94 to 95 residences; both these numbers would be lower than under the No-Build Alternative, which would affect 111 residential receptors. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050530, Volume III--241 pages and maps, 2005
PY  - 2005
VL  - 4
KW  - Roads and Railroads
KW  - Agency number: FHWA
KW  - Biologic Assessments
KW  - Bridges
KW  - Creeks
KW  - Highways
KW  - Highway Structures
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Rivers
KW  - Safety
KW  - Transportation
KW  - Vegetation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Idaho
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Boise, Idaho; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - FAYETTEVILLE OUTER LOOP CORRIDOR STUDY, CUMBERLAND, HOKE, AND ROBESON COUNTIES, NORTH CAROLINA (FEDERAL AID NO. DPR-0100(001) AND DPR-0100(002); NCDOT PROJECT no. 8.2441301 AND 8.T441302; T.I.P. I.D. NO. U-2519 AND X-2). [Part 2 of 3]
T2  - FAYETTEVILLE OUTER LOOP CORRIDOR STUDY, CUMBERLAND, HOKE, AND ROBESON COUNTIES, NORTH CAROLINA (FEDERAL AID NO. DPR-0100(001) AND DPR-0100(002); NCDOT PROJECT no. 8.2441301 AND 8.T441302; T.I.P. I.D. NO. U-2519 AND X-2).
AN  - 36378036; 050040D-050380_0002
AB  - PURPOSE: The construction of a new multi-lane freeway, to be known as the Fayetteville Outer Loop, around a portion of the City of Fayetteville in Cumberland, Hoke, and Robeson counties, North Carolina is proposed. The 27-mile project would extend from an interchange with Interstate 95 (I-95) in Robeson County, continue north through Cumberland and Hoke counties, turn eastward along the southern boundary of the Fort Bragg Military Reservation, and end just west of Ramsey Street (U.S. 401). The facility would be a four-lane, divided freeway, with full access control. Grade separations or interchanges would be constructed at selected public crossroads. Design elements would include a minimum right-of-way of 350 feet, a depressed median width of either 70 feet or 46 feet, and a collector/distributor roadway system between the All American Freeway (State Route 1007) and Bragg Boulevard (North Carolina 24). The project would be executed via six separate construction projects over right-of-way acquisition for the entire project continuing over a period of four years. In conjunction with I-95, the Fayetteville Outer Loop would complete a circumferential freeway around the city of Fayetteville. In addition to the build alternatives, this final EIS considers a Mass Transit Alternative, Transportation Systems Management Alternative, an alternative involving improvement of existing facilities, and a No-Build Alternative. Thirteen build alignment alternatives are considered in the draft EIS of March 1999. Estimated overall project implementation construction and rights-of-way acquisition costs of the build alternatives range from $350.5 million to $381.9 million. A preferred alternative have been selected. POSITIVE IMPACTS: Accessibility in the Fayetteville area and the Fort Bragg Military Reservation would improve significantly, easing passenger movement and boosting the local economy. The facility would provide direct access to I-95 and reduce congestion on many existing roads. Construction of the freeway would fulfill the goals of the Fayetteville Urban Area Thoroughfare Plan and the Cumberland County 2010 Land Use Plan. NEGATIVE IMPACTS: Rights-of-way acquisition and development would result in displacement of 224 to 326 residents, five to six businesses, three to four non-profit organizations, 163 to 455.3 acres of farmland, and 145 to 195.2 acres of riparian wetlands. The alignment would traverse 47.6 to 70.9 acres of floodplain land, affecting 26,305 to 32,715 feet of stream channel. Noise levels would exceed federal standards in the vicinity of 323 to 459 residential receptor sites. Five of the alternatives would affect a National Wildlife Refuge System wetland conservation easement held by the U.S. Fish and Wildlife Service, and eight alternatives would affect the Shaw-Gillis property, which is eligible for inclusion in the National Register of Historic Places. Between 19 and 24 hazardous material sites would be located within or near the alignment. The project could affect the red-cockaded woodpecker, a protected species. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, 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 99-0380D, Volume 23, Number 4.
JF  - EPA number: 050380, Draft EIS--483 pages and maps, Draft Re-evaluation--34 pages, Final EIS--380 pages and maps, 2--5
PY  - 2005
VL  - 2
KW  - Parks, Refuges and Forests
KW  - Agency number: FHWA-99-EIS-99-01-F
KW  - Biologic Assessments
KW  - Birds
KW  - Easements
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Preserves
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Streams
KW  - Wetlands
KW  - North Carolina
KW  - Department of Transportation Act of 1966, Wetlands
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: 2--5
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO. [Part 12 of 15]
T2  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO.
AN  - 36374122; 11845-050530_0012
AB  - PURPOSE: The improvement of a 27-mile segment of State Highway (SH) 75 from Timmerman to Ketchum in Blaine County, Idaho is proposed. Two build alternatives and a No-Build Alternative (Alternative 1) are considered in this draft EIS. Alternative 2 would generally consist of a four-lane roadway with a center turn lane, right-turn lanes, acceleration lanes, bus pullouts, pedestrian under crossings, and traffic signals. Alternative 3 would provide for the same physical footprint throughout the 27-mile corridor as Alternative 2, but the curb lane would operate as a high-occupancy vehicle lane in the morning and evening peak hours from McKercher Boulevard to Elkhorn Road. Project construction would be undertaken over the next 15 to 20 years. Each of the seven planned phases would likely require one to two years to complete. The phases would include: 1) improvements between Gannet Road and Fox Acres Boulevard, including improvements within the city of Bellevue; 2) improvement from Buttercup Road to Alturas Road, including reconstruction of the Buttercup Road/SH 74 intersection; 3) reconstruction of the roadway from McKercher Boulevard to Buttercup Road; 4) improvement of the roadway from Timber Way to Hospital Drive, including addition of one southbound lane from Greenhorn Bridge and Alturas Road; 6) improvement of the roadway from Elkhorn Road to River Street, including replacement or reconstruction of the Trail Creek Bridge; and 7) reconstruction of the roadway from US 20 to Gannett Road. POSITIVE IMPACTS: The proposed highway improvements would address congestion and safety problems characterizing the existing facility by increases facility capacity and improving design significantly. Designation of the curb land as a high-occupancy-vehicle lane under Alternative 3 would encourage the use of buses and carpooling, further reducing congestion on the roadway. Noise and air pollutant emissions along the corridor would decrease significantly and pedestrian safety would be enhanced. Connections between business areas and between residential areas and employment centers would be eased. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of residences and commercial establishments as well as vegetation and the associated wildlife habitat. Bridge construction on Trail and Willow creeks, an unnamed tributary 0.25 mile north of Timmerman Junction, and the Big Wood River would affect perennial water flows. Ten federally protected species occur in Blaine County, though only four species could possibly be impacted and these species are not likely to be significantly affected. Rights-of-way development would result in displacement of 2.48 acres of jurisdictional wetlands. Depending on the action alternative selected, traffic-generated noise levels along the full build corridor would exceed federal standards at 94 to 95 residences; both these numbers would be lower than under the No-Build Alternative, which would affect 111 residential receptors. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050530, Volume III--241 pages and maps, 2005
PY  - 2005
VL  - 12
KW  - Roads and Railroads
KW  - Agency number: FHWA
KW  - Biologic Assessments
KW  - Bridges
KW  - Creeks
KW  - Highways
KW  - Highway Structures
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Rivers
KW  - Safety
KW  - Transportation
KW  - Vegetation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Idaho
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Boise, Idaho; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - PENNSYLVANIA HIGH-SPEED HAGLEV PROJECT: THE PENNSYLVANIA PROJECT OF MAGNETIC LEVIATION [AND] TRANSPORTATION TECHNOLOGY DEPLOYMENT PROGRAM, ALLEGHENY AND WESTMORELAND COUNTIES, PENNSYLVANIA. [Part 1 of 1]
T2  - PENNSYLVANIA HIGH-SPEED HAGLEV PROJECT: THE PENNSYLVANIA PROJECT OF MAGNETIC LEVIATION [AND] TRANSPORTATION TECHNOLOGY DEPLOYMENT PROGRAM, ALLEGHENY AND WESTMORELAND COUNTIES, PENNSYLVANIA.
AN  - 36373054; 050015D-050415_0001
AB  - PURPOSE: The construction and operation of the Pennsylvania High-speed Maglev Project in Allegheny and Westmoreland Counties, Pennsylvania are proposed. High-speed maglev technology utilizes non-contact, electromagnetic forces to levitate, guide, and propel vehicles along a fixed guideway. The project is being considered under the Magnetic Levitation Transportation Technology Deployment Program, which is intended to plan for, finance, and construct a high-speed maglev transportation system in the United States. In accordance with the congressional directives of TEA 21, the FRA embarked on an investigation of the deployment of a maglev transportation system. In April 2000, the FRA completed a Programmatic Environmental Impact Statement (PEIS) for the Maglev Deployment Program. The PEIS identified alternative approaches for meeting the legislative intent and demonstrated the suitability of this alternative transportation in the United States. On June 29, 2001, the FRA issued a Record of Decision (ROD), which advanced the Pennsylvania High-speed Maglev Project into the site- specific Environmental Impact Statement (EIS) phase of the deployment program. Based in part on the PEIS and related documents, preliminary alternatives were developed for the project, including intermodal connections, no-build and build alternative maglev alignments and passenger station locations, and roadway improvements associated with the proposed stations.; The project would be constructed between Pittsburgh International Airport (PIA), the City of Pittsburgh, the Monroeville/Penn Hills area (all in Allegheny County), and the Greensburg/Hempfield Township area in Westmoreland County. This draft EIS considers seven alternative alignments and the No-Build Alternative. The environmentally preferred build alternative would consist of an operating maglev system beginning at Pittsburgh International Airport (PIA) in Allegheny County, traveling east to a passenger station in Downtown Pittsburgh, continuing to a passenger station located in the Municipality of Penn Hills (the Monroeville/Penn Hills area), Allegheny County, and then to a passenger station located in Hempfield Township (the Greensburg/Hempfield Township area), Westmoreland County; the system would extend approximately 54 miles, with an additional 3 miles to accommodate guideway access to the maintenance facility near PIA. The cost of developing the system has been estimated to be $3,725 billion in Year 2003 dollars, including all capital costs and associated roadway improvements. POSITIVE IMPACTS: The project would encourage maglev technology transfer in support of other areas of the United States currently investigating the feasibility of similar transportation systems; Provide rapid, convenient, and reliable transportation between major population and employment centers and the PIA. More specifically, the system would extend the existing airport, transit, and highway infrastructure beyond current expected usefulness; maximize the utilization and capability of PIA by providing intermodal connections at PIA, Pittsburgh, the Monroeville/Penn Hills area, and the Greensburg/Hempfield Township area; improve regional air quality; facilitate joint development opportunities at maglev station areas; promote regional economic development; and support comprehensive land use planning and "smart growth" initiatives. NEGATIVE IMPACTS: Rights-off-way development would result in the displacement of residences and businesses, wetlands, stream channel, floodplain, forested land, rangeland, farmland, and wildlife habitat, including habitat for special status bat, bird, and plant species). Two historic sites and dedicated parkland resources could be affected by project implementation. Construction workers would encounter sites containing contaminated materials, including hazardous wastes. 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: 050415, 729 pages, 2005
PY  - 2005
VL  - 1
KW  - Energy
KW  - Airports
KW  - Birds
KW  - Endangered Species (Animals)
KW  - Endangered Species (Plants)
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Hazardous Wastes
KW  - Historic Sites
KW  - Parks
KW  - Railroad Structures
KW  - Railroads
KW  - Ranges
KW  - Rapid Transit Systems
KW  - Recreation Facilities
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Streams
KW  - Transportation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Pennsylvania
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Transportation Equity Act for the 21st Century, Project Authorization
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Railroad Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NEWTOWN PIKE EXTENSION, LEXINGTON, FAYETTE COUNTY, KENTUCKY. [Part 1 of 1]
T2  - NEWTOWN PIKE EXTENSION, LEXINGTON, FAYETTE COUNTY, KENTUCKY.
AN  - 36372602; 060154D-050544_0001
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 alternative are considered in this draft EIS. 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 f$74.3 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, 46 residential units, and 12 commercial units. The alternative would require affect historic resources and result in the displacement of land from Southend Park. 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).
JF  - EPA number: 050544, Draft EIS--612 pages and maps, Appendices--412 pages, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-KY-EIS-03-01-D
KW  - Cultural Resources Assessments
KW  - Highways
KW  - Historic Sites Surveys
KW  - Minorities
KW  - Parks
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Frankfort, Kentucky; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO. [Part 1 of 15]
T2  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO.
AN  - 36371364; 11845-050530_0001
AB  - PURPOSE: The improvement of a 27-mile segment of State Highway (SH) 75 from Timmerman to Ketchum in Blaine County, Idaho is proposed. Two build alternatives and a No-Build Alternative (Alternative 1) are considered in this draft EIS. Alternative 2 would generally consist of a four-lane roadway with a center turn lane, right-turn lanes, acceleration lanes, bus pullouts, pedestrian under crossings, and traffic signals. Alternative 3 would provide for the same physical footprint throughout the 27-mile corridor as Alternative 2, but the curb lane would operate as a high-occupancy vehicle lane in the morning and evening peak hours from McKercher Boulevard to Elkhorn Road. Project construction would be undertaken over the next 15 to 20 years. Each of the seven planned phases would likely require one to two years to complete. The phases would include: 1) improvements between Gannet Road and Fox Acres Boulevard, including improvements within the city of Bellevue; 2) improvement from Buttercup Road to Alturas Road, including reconstruction of the Buttercup Road/SH 74 intersection; 3) reconstruction of the roadway from McKercher Boulevard to Buttercup Road; 4) improvement of the roadway from Timber Way to Hospital Drive, including addition of one southbound lane from Greenhorn Bridge and Alturas Road; 6) improvement of the roadway from Elkhorn Road to River Street, including replacement or reconstruction of the Trail Creek Bridge; and 7) reconstruction of the roadway from US 20 to Gannett Road. POSITIVE IMPACTS: The proposed highway improvements would address congestion and safety problems characterizing the existing facility by increases facility capacity and improving design significantly. Designation of the curb land as a high-occupancy-vehicle lane under Alternative 3 would encourage the use of buses and carpooling, further reducing congestion on the roadway. Noise and air pollutant emissions along the corridor would decrease significantly and pedestrian safety would be enhanced. Connections between business areas and between residential areas and employment centers would be eased. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of residences and commercial establishments as well as vegetation and the associated wildlife habitat. Bridge construction on Trail and Willow creeks, an unnamed tributary 0.25 mile north of Timmerman Junction, and the Big Wood River would affect perennial water flows. Ten federally protected species occur in Blaine County, though only four species could possibly be impacted and these species are not likely to be significantly affected. Rights-of-way development would result in displacement of 2.48 acres of jurisdictional wetlands. Depending on the action alternative selected, traffic-generated noise levels along the full build corridor would exceed federal standards at 94 to 95 residences; both these numbers would be lower than under the No-Build Alternative, which would affect 111 residential receptors. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050530, Volume III--241 pages and maps, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA
KW  - Biologic Assessments
KW  - Bridges
KW  - Creeks
KW  - Highways
KW  - Highway Structures
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Rivers
KW  - Safety
KW  - Transportation
KW  - Vegetation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Idaho
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Boise, Idaho; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NORFOLK LIGHT RAIL TRANSIT PROJECT, CITY OF NORFOLK, VIRGINIA. [Part 1 of 1]
T2  - NORFOLK LIGHT RAIL TRANSIT PROJECT, CITY OF NORFOLK, VIRGINIA.
AN  - 36371337; 050140F-050444_0001
AB  - PURPOSE: The construction of an 7.4-mile light rail transit (LRT) system in the city Norfolk, Virginia is proposed. The LRT system would extend from Eastern Virginia Medical Center through downtown Norfolk to Newton and Kempsville roads just north of Interstate 264 (I-264). A previous draft document of January 2003 supplements the final EIS of March 2000 on a proposed 18-mile LRT system that would extend from downtown Norfolk to the Virginia Beach Pavillion Convention Center. The supplement documents that the proposal was altered due to withdrawal of support from the project by the City Council of Virginia Beach as a result of a November 1999 city-wide referendum. As currently proposed, the project would provide for an exclusive double-track guideway that would generally follow the Norfolk Southern Railroads' Virginia Beach Branch rights-of-way, with street running operations through the downtown area to the west of the alignment. The eastern end of the alignment would consist of at-grade track adjacent to Kempsville Road. The system would include provisions for 11 LRT stations, with parking facilities at four of those stations and parking areas at four, as well as a vehicle storage and maintenance facility, an expanded bus feeder system. Stations would be located at the Eastern Virginia Medical Center, at York Street, within the Freemason District, at Plume Street, at Government Center, east of Harbor Park, over Brambleton Avenue at Norfolk State University, at Ballentine Boulevard, at Ingleside Road, at Military Highway, and at Kempsville Road. Ten light rail vehicles would operate within the system. In addition to the LRT proposal, this final EIS addresses a No-Build Alternative and a transportation system management (TSM) alternative. Estimated cost of the TSM and the preferred LRT alternatives are $34.4 million and $180.2 million, respectively. POSITIVE IMPACTS: The LRT and associated bus and park-and-ride facilities would improve access, operation, and reliability of the transportation system; provide a balanced system with good linkages; reduce total vehicle miles and, thereby, improve air quality; and meet the transportation needs of the growing tourism industry in the Norfolk area. The system would efficiently and effectively support the continued redevelopment of downtown Norfolk, connect neighborhoods, shopping, and educational institutions, help in reducing traffic congestion, and alleviate downtown parking problems. NEGATIVE IMPACTS: Rights-of-way development would result in displacement of 10 residences, three businesses, and 279 on-street parking spaces, as well as 3.5 acres of woodland and 1.4 acres of wetlands. The system would traverse, or run adjacent to, 0.5 mile of floodplain at a total of 10 locations. The project could directly impact the Barry Robinson Center, a significant historic structure, as well as result in visual impacts within three historic districts and at five individual resource sites Two archaeological sites could be affected. Operational vibration impacts could affect seven sites. Construction workers could encounter as many as eight 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.), 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 99-0285D, Volume 23, Number 3 and 00-0230F, Volume 24, Number 2, respectively. For the abstract of the a second draft supplemental EIS, see 03-0216D, Volume 27, Number 2.
JF  - EPA number: 050444, 662 pages, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Archaeological Sites
KW  - Hazardous Wastes
KW  - Historic Districts
KW  - Historic Sites
KW  - Parking
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Wetlands
KW  - Virginia
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Philadelphia Pennsylvania; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US.S 159 MISSOURI RIVER CROSSING, RICHARDSON COUNTY, NEBRASKA TO HOLT COUNTY, MISSOURI. [Part 1 of 1]
T2  - US.S 159 MISSOURI RIVER CROSSING, RICHARDSON COUNTY, NEBRASKA TO HOLT COUNTY, MISSOURI.
AN  - 36371300; 050139F-050443_0001
AB  - PURPOSE: The rehabilitation or replacement of the Missouri River Bridge at Rulo, Nebraska is proposed. The roadway is designated as US 159 and connects Holt County, Missouri and Richardson County, Nebraska. The study corridor extends from a point on existing US 159 approximately 1.6 miles west of the existing US 159 crossing of the Missouri River to a point on existing US 159 in Missouri, approximately 3.3 miles east of the river. The bridge constitutes an important regional crossing of the Missouri River, with the nearest crossings lying 27 miles upstream at Brownville, Nebraska and 49 miles downstream St. Joseph, Missouri. The existing bridge is considered functionally obsolete due to its failure to meet current standards for horizontal and vertical clearance and its age. This final EIS considers a No-Build Alternative and four feasible build alternatives. The alternative corridors extend from 1.13 miles to 5.33 miles. Build Alternative 1 would provide a bridge approximately 220 feet downstream of the existing bridge. Alternative 2, which has been identified as the preferred alternative, would provide a bridge approximately 625 feet downstream of the existing bridge. Alternative 3 would provide a bypass around the south of Rulo. Also under consideration is an alternative that would improve the existing bridge by reconstruction of the structure to allow it to meet modern horizontal and vertical clearance requirements and load rating and geometric standards. Depending on the alternative considered, estimated cost of the project ranges from $23.1 million to $36.6 million; the lower sum is the cost of the preferred alternative. POSITIVE IMPACTS: The project would provide a modern, safe, efficient, environmentally sound, and cost-effective highway crossing of the Missouri River at Rulo. NEGATIVE IMPACTS: The project would involve replacement of the existing bridge, which is listed in the National Register of Historic Places, and one or two other historic structures could be affected. Bridge construction could affect habitat for the federally protected pallid and lake sturgeon and bald eagle. Depending on the alternative considered, the project would displace up to 8.96 acres of wetlands in Missouri and 1.95 acres in Nebraska, 53.8 acres of prime farmland in Missouri and 29.9 acres in Nebraska, and eight residences in Nebraska. Minor to major floodplain encroachments 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.), 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 04-0344D, Volume 28, Number 3.
JF  - EPA number: 050443, 310 pages and maps, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-NE-EIS-04-02-F
KW  - Birds
KW  - Bridges
KW  - Cultural Resources Surveys
KW  - Endangered Species (Animals)
KW  - Fish
KW  - Floodplains
KW  - Highways
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise Assessments
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Wetlands
KW  - Missouri
KW  - Nebraska
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  - Uniform Relocation Assistance and Real Property Acquisition, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Lincoln, Nebraska; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO. [Part 13 of 15]
T2  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO.
AN  - 36371200; 11845-050530_0013
AB  - PURPOSE: The improvement of a 27-mile segment of State Highway (SH) 75 from Timmerman to Ketchum in Blaine County, Idaho is proposed. Two build alternatives and a No-Build Alternative (Alternative 1) are considered in this draft EIS. Alternative 2 would generally consist of a four-lane roadway with a center turn lane, right-turn lanes, acceleration lanes, bus pullouts, pedestrian under crossings, and traffic signals. Alternative 3 would provide for the same physical footprint throughout the 27-mile corridor as Alternative 2, but the curb lane would operate as a high-occupancy vehicle lane in the morning and evening peak hours from McKercher Boulevard to Elkhorn Road. Project construction would be undertaken over the next 15 to 20 years. Each of the seven planned phases would likely require one to two years to complete. The phases would include: 1) improvements between Gannet Road and Fox Acres Boulevard, including improvements within the city of Bellevue; 2) improvement from Buttercup Road to Alturas Road, including reconstruction of the Buttercup Road/SH 74 intersection; 3) reconstruction of the roadway from McKercher Boulevard to Buttercup Road; 4) improvement of the roadway from Timber Way to Hospital Drive, including addition of one southbound lane from Greenhorn Bridge and Alturas Road; 6) improvement of the roadway from Elkhorn Road to River Street, including replacement or reconstruction of the Trail Creek Bridge; and 7) reconstruction of the roadway from US 20 to Gannett Road. POSITIVE IMPACTS: The proposed highway improvements would address congestion and safety problems characterizing the existing facility by increases facility capacity and improving design significantly. Designation of the curb land as a high-occupancy-vehicle lane under Alternative 3 would encourage the use of buses and carpooling, further reducing congestion on the roadway. Noise and air pollutant emissions along the corridor would decrease significantly and pedestrian safety would be enhanced. Connections between business areas and between residential areas and employment centers would be eased. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of residences and commercial establishments as well as vegetation and the associated wildlife habitat. Bridge construction on Trail and Willow creeks, an unnamed tributary 0.25 mile north of Timmerman Junction, and the Big Wood River would affect perennial water flows. Ten federally protected species occur in Blaine County, though only four species could possibly be impacted and these species are not likely to be significantly affected. Rights-of-way development would result in displacement of 2.48 acres of jurisdictional wetlands. Depending on the action alternative selected, traffic-generated noise levels along the full build corridor would exceed federal standards at 94 to 95 residences; both these numbers would be lower than under the No-Build Alternative, which would affect 111 residential receptors. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050530, Volume III--241 pages and maps, 2005
PY  - 2005
VL  - 13
KW  - Roads and Railroads
KW  - Agency number: FHWA
KW  - Biologic Assessments
KW  - Bridges
KW  - Creeks
KW  - Highways
KW  - Highway Structures
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Rivers
KW  - Safety
KW  - Transportation
KW  - Vegetation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Idaho
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Boise, Idaho; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO. [Part 8 of 15]
T2  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO.
AN  - 36371149; 11845-050530_0008
AB  - PURPOSE: The improvement of a 27-mile segment of State Highway (SH) 75 from Timmerman to Ketchum in Blaine County, Idaho is proposed. Two build alternatives and a No-Build Alternative (Alternative 1) are considered in this draft EIS. Alternative 2 would generally consist of a four-lane roadway with a center turn lane, right-turn lanes, acceleration lanes, bus pullouts, pedestrian under crossings, and traffic signals. Alternative 3 would provide for the same physical footprint throughout the 27-mile corridor as Alternative 2, but the curb lane would operate as a high-occupancy vehicle lane in the morning and evening peak hours from McKercher Boulevard to Elkhorn Road. Project construction would be undertaken over the next 15 to 20 years. Each of the seven planned phases would likely require one to two years to complete. The phases would include: 1) improvements between Gannet Road and Fox Acres Boulevard, including improvements within the city of Bellevue; 2) improvement from Buttercup Road to Alturas Road, including reconstruction of the Buttercup Road/SH 74 intersection; 3) reconstruction of the roadway from McKercher Boulevard to Buttercup Road; 4) improvement of the roadway from Timber Way to Hospital Drive, including addition of one southbound lane from Greenhorn Bridge and Alturas Road; 6) improvement of the roadway from Elkhorn Road to River Street, including replacement or reconstruction of the Trail Creek Bridge; and 7) reconstruction of the roadway from US 20 to Gannett Road. POSITIVE IMPACTS: The proposed highway improvements would address congestion and safety problems characterizing the existing facility by increases facility capacity and improving design significantly. Designation of the curb land as a high-occupancy-vehicle lane under Alternative 3 would encourage the use of buses and carpooling, further reducing congestion on the roadway. Noise and air pollutant emissions along the corridor would decrease significantly and pedestrian safety would be enhanced. Connections between business areas and between residential areas and employment centers would be eased. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of residences and commercial establishments as well as vegetation and the associated wildlife habitat. Bridge construction on Trail and Willow creeks, an unnamed tributary 0.25 mile north of Timmerman Junction, and the Big Wood River would affect perennial water flows. Ten federally protected species occur in Blaine County, though only four species could possibly be impacted and these species are not likely to be significantly affected. Rights-of-way development would result in displacement of 2.48 acres of jurisdictional wetlands. Depending on the action alternative selected, traffic-generated noise levels along the full build corridor would exceed federal standards at 94 to 95 residences; both these numbers would be lower than under the No-Build Alternative, which would affect 111 residential receptors. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050530, Volume III--241 pages and maps, 2005
PY  - 2005
VL  - 8
KW  - Roads and Railroads
KW  - Agency number: FHWA
KW  - Biologic Assessments
KW  - Bridges
KW  - Creeks
KW  - Highways
KW  - Highway Structures
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Rivers
KW  - Safety
KW  - Transportation
KW  - Vegetation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Idaho
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Boise, Idaho; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CALIFORNIA HIGH-SPEED TRAIN SYSTEM. [Part 1 of 1]
T2  - CALIFORNIA HIGH-SPEED TRAIN SYSTEM.
AN  - 36370406; 050125F-050379_0001
AB  - PURPOSE: The construction and operation of a high-speed train (HST) system for intercity travel in California are proposed. The system would connect the major metropolitan areas of the state from Sacramento, Oakland, San Francisco, and San Jose through Stockton, Modesto, Merced, Fresno, and Bakersfield, to Los Angeles, Orange County, and San Diego. The need to improve the state's transportation infrastructure is directly related to the population growth and increased intercity travel demand expected over the next 20 years and beyond, and the increased travel delays and congestion that would result for California's highways and airports. Three alternatives, including a No Action Alternative (Alternative 1), are considered in this final EIS. Alternative 2, the Modal Alternative, would combine potential improvements to the existing highway and transportation facilities. Alternative 3, which is the preferred alternative, would provide the HST system, consisting of an electrically driven steel-wheel-on-steel-rail HST system and stations. The HST system would extend approximately 700 miles and would provide technology capable of achieving speeds in excess of 200 miles per hour on tracks that would be largely dedicated, fully grade-separated, and fenced. The track would be at-grade, in an open trench or tunnel, or on an elevated guideway, depending on terrain and physical constraints. To reduce environmental impacts, extensive portions of many of the alignment options lie within or adjacent to existing rail or highway rights-of-way, rather than on new alignment. Tunnel segments would be provided through the mountain passes (Diablo Range/Pacheco Pass between south San Jose and the Merced, and the Tehachapi Mountains between Bakersfield and Sylmar. The system would incorporate state-of-the-art safety, signaling, and automated control systems. The HST would transport as many as 68 million passengers annually by the year 2020, with the potential to accommodate higher ridership by adding trains or using longer trains. The HST Alternative includes several corridor/alignment and station options. The Modal Alternative would include adding over 2,970 lane miles to existing highways and 60 gates and five runways to existing state airports. POSITIVE IMPACTS: The HST system would provide a new mode of intercity travel and an improved level of connectivity between existing transportation modes that would not be provided by either of the other alternatives under considerations. High-speed trains would provide door-to-door travel times not unlike, and in some cases better, than air transportation. Highway accident rates would decline significantly due to train ridership and the reduction in highway travel miles per passenger. Reduced vehicular congestion on highways would improve air quality and reduce ambient noise in the vicinity of sensitive receptors in many areas; air quality would improve on a regional basis. NEGATIVE IMPACTS: Development of the system would result in displacement of commercial and residential properties, disruption of communities and neighborhoods, increased noise and vibration for residences and businesses located along the tracks, local traffic impacts in the vicinity of stations, impacts to historic properties and archaeological sites, impacts on parks and recreation resources, visual impacts in scenic areas of the state; impacts to sensitive biological resources and wetlands, use of energy, and displacement and severance of agricultural land. 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.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0336D, Volume 28, Number 3.
JF  - EPA number: 050379, 1,078 pages, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Airports
KW  - Archaeological Sites
KW  - Farmlands
KW  - Air Quality
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise
KW  - Parks
KW  - Recreation Resources
KW  - Railroad Structures
KW  - Railroads
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Transportation
KW  - California
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Railroad Administration, Washington, D.C.; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - NEW MEXICO TRAINING RANGE INITIATIVE. [Part 1 of 1]
T2  - NEW MEXICO TRAINING RANGE INITIATIVE.
AN  - 36369233; 11338-040604_0001
AB  - PURPOSE: The expansion and modification of the U.S. Air Force's New Mexico Training Range is 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) 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 30,00 feet, although a moments 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 (chaff and flares) into the new and modified airspace. Four alternatives, including the proposed action and a No Action Alternative, are considered in this draft EIS. All action alternatives would include modification of the configuration of the existing airspace and associated regulations. POSITIVE IMPACTS: 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.
JF  - EPA number: 040604, 376 pages, December 30, 2004
PY  - 2005
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
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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: December 30, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SEGMENT OF INDEPENDENT UTILITY NO. 8, FROM SR 385 IN MILLINGTON TO I-155/YS 51 IN DYERSBURG, SELBY, TIPTON, LAUDERDALE, AND DYER COUNTIES, TENNESSEE. [Part 1 of 2]
T2  - SEGMENT OF INDEPENDENT UTILITY NO. 8, FROM SR 385 IN MILLINGTON TO I-155/YS 51 IN DYERSBURG, SELBY, TIPTON, LAUDERDALE, AND DYER COUNTIES, TENNESSEE.
AN  - 36367959; 050126D-050387_0001
AB  - PURPOSE: The construction of a 65-mile segment of transcontinental interstate highway (Interstate 69 (I-69)) beginning at State Route (SR) 385 (Paul Barrett Parkway) in Millinton, north to I-155 at Dyersburg in Selby, Tipton, Lauderdale counties, Tennessee is proposed. The facility currently serving the corridor will be heavily congested from the US 51 Bypass around Dyersbjurg to the I-155 with an unacceptably low level of service by the year 2010. By 2030, virtually all segments of US 51 would be congested, with several segments reaching the lowest gradable level of service. The proposed four-lane, controlled access facility would constitute an independent utility segment of Corridor 18, a congressionally mandated high priority transportation corridor, designated as I-69. Portions of the roadway would follow a new alignment, but one section of one build alternative would following existing US 51. Ten build alternatives, which constitute corridor options and a No-Build Alternative are considered in this draft EIS. Depending on the build alternative considered, cost of the project ranges from $492.4 million to $601.1 million. POSITIVE IMPACTS: In addition to completing an unfinished portion of High Priority Corridor 18 and I-69. Local motorists would benefit from the upgrading of the currently substandard level of service along US 51 within the study corridor in an area where modal connections are substandard to inadequate. Economic development in the region served by the facility would be enhanced significantly. NEGATIVE IMPACTS: Depending on the build alternative selected, rights-of-way development would displace 59 to 111 residences, two to four businesses, 11.9 to 100.4 acres of wetlands, and 328.5 to 844 acres of floodplain. Vegetation and habitat, including wetland habitat, associated with the displaced natural soils and waters would be permanently lost, and development spurred by the presence of high-profile, high-volume highway would displace additional natural and social resources. Access to some locations that currently are open to access from the facility would be lost. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050387, 331 pages, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-TN-EIS-05-01-D
KW  - Floodplains
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Vegetation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Tennessee
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SEGMENT OF INDEPENDENT UTILITY NO. 8, FROM SR 385 IN MILLINGTON TO I-155/YS 51 IN DYERSBURG, SELBY, TIPTON, LAUDERDALE, AND DYER COUNTIES, TENNESSEE. [Part 2 of 2]
T2  - SEGMENT OF INDEPENDENT UTILITY NO. 8, FROM SR 385 IN MILLINGTON TO I-155/YS 51 IN DYERSBURG, SELBY, TIPTON, LAUDERDALE, AND DYER COUNTIES, TENNESSEE.
AN  - 36367831; 050126D-050387_0002
AB  - PURPOSE: The construction of a 65-mile segment of transcontinental interstate highway (Interstate 69 (I-69)) beginning at State Route (SR) 385 (Paul Barrett Parkway) in Millinton, north to I-155 at Dyersburg in Selby, Tipton, Lauderdale counties, Tennessee is proposed. The facility currently serving the corridor will be heavily congested from the US 51 Bypass around Dyersbjurg to the I-155 with an unacceptably low level of service by the year 2010. By 2030, virtually all segments of US 51 would be congested, with several segments reaching the lowest gradable level of service. The proposed four-lane, controlled access facility would constitute an independent utility segment of Corridor 18, a congressionally mandated high priority transportation corridor, designated as I-69. Portions of the roadway would follow a new alignment, but one section of one build alternative would following existing US 51. Ten build alternatives, which constitute corridor options and a No-Build Alternative are considered in this draft EIS. Depending on the build alternative considered, cost of the project ranges from $492.4 million to $601.1 million. POSITIVE IMPACTS: In addition to completing an unfinished portion of High Priority Corridor 18 and I-69. Local motorists would benefit from the upgrading of the currently substandard level of service along US 51 within the study corridor in an area where modal connections are substandard to inadequate. Economic development in the region served by the facility would be enhanced significantly. NEGATIVE IMPACTS: Depending on the build alternative selected, rights-of-way development would displace 59 to 111 residences, two to four businesses, 11.9 to 100.4 acres of wetlands, and 328.5 to 844 acres of floodplain. Vegetation and habitat, including wetland habitat, associated with the displaced natural soils and waters would be permanently lost, and development spurred by the presence of high-profile, high-volume highway would displace additional natural and social resources. Access to some locations that currently are open to access from the facility would be lost. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050387, 331 pages, 2005
PY  - 2005
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-TN-EIS-05-01-D
KW  - Floodplains
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Vegetation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Tennessee
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ENHANCED EVALUATION OF CUMULATIVE EFFECTS ASSOCIATED WITH US ARMY CORPS OF ENGINEERS PERMITTING ACTIVITY FOR LARGE-SCALE DEVELOPMENT IN COASTAL MISSISSIPPI. [Part 1 of 1]
T2  - ENHANCED EVALUATION OF CUMULATIVE EFFECTS ASSOCIATED WITH US ARMY CORPS OF ENGINEERS PERMITTING ACTIVITY FOR LARGE-SCALE DEVELOPMENT IN COASTAL MISSISSIPPI.
AN  - 36367578; 050003F-050439_0001
AB  - PURPOSE: The establishment of a plan for enhanced evaluation of cumulative effects associated with US Army Corps of Engineers permitting activity for large-scale development in coastal areas in Mississippi is proposed. The areas affected include those along the Gulf Coast of Harrison, Hancock, and western Jackson counties. This EIS is a hybrid document with a scope that departs in several notable ways from a traditional analysis under the National Environmental Policy Act. The scope is two-fold: 1) to produce a comprehensive analysis of recent and reasonably foreseeable development trends and associated environmental conditions and 2) to consider effects of putting into place a tailored method for evaluating and mitigating regional cumulative effects in environmental impact evaluations associated with future permit applications for large-scale development projects in coastal Mississippi. The trends analysis associated with this EIS evaluates relevant planning documents and projects in coastal Mississippi development trends and their cumulative effects spanning the period extending from 1992 to 2020, using geographic information systems and econometric forecasting models. The EIS evaluates long-term (20-year) regional cumulative effects of Corps permitting actions in the coastal Mississippi area under various development scenarios and regulatory frameworks. For the proposed action, the EIS assesses the environmental and socioeconomic effects of developing and implementing a consistent methodology for conducting cumulative effects analyses that would rely on the results of the trends analysis in future Corps permit decisions regarding applications for large-scale development projects in coastal Mississippi that require individual Corps permits. Four growth scenarios were evaluated to assess the future environmental and socioeconomic conditions of the coastal Mississippi area. Under the No Action Alternative, the Corps would continue to perform cumulative effects analyses for permits on an ad hoc basis, and regional growth would continue to be managed as in the past. Under the proposed action, mitigation strategies (termed Regional Conservation Practices (RCPs) in the EIS) would be considered during permitting and implementation of large-scale developments. These RCPs would encompass cumulative effects identified through trend analyses including enhanced storm water control measures, enhanced management strategies and net technology for reducing septic tank failures, enhanced wetland creation and mitigation tracking, and increased intervention for the protection of federally protected species. POSITIVE IMPACTS: Under the proposed action, enhanced consideration of regional cumulative effects during permitting and implementation of RCPs to reduce these effects would result in minor to significant beneficial effects relative to the No Action Alternative. It would be noted that most of these RCPs are beyond the regulatory authority of the Corps; hence, many RCPs would need to be adopted voluntarily by state, local, and/or private developers' others might be included as special permit conditions by the Corps for large-scale development projects, on a case-by-case basis. Relative to current conditions, implementation of the proposed action might mitigate significant adverse effects on most resources, even under high-growth scenario conditions. NEGATIVE IMPACTS: Regardless of the permitting regime established, large-scale developments would result in the loss of valuable coastal wetlands and associated wildlife habitat and other ecosystem values. Such impacts would reduce the economic viabilities of commercial sectors dependent on wetland values. Due to the demographics of coastal areas, large-scale projects could disproportionately impact low-income, elderly, and ethnic minority groups. Developments in areas prone to hurricanes and other storm-related flooding would also affect the level of public safety. Cultural and visual resources would also be degraded by virtually any extensive development. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0238D, Volume 28, Number 2.
JF  - EPA number: 050439, 503 pages and maps, 2005
PY  - 2005
VL  - 1
KW  - Defense Programs
KW  - Beaches
KW  - Coastal Zones
KW  - Cultural Resources
KW  - Dredging
KW  - Endangered Species (Animals)
KW  - Endangered Species (Plants)
KW  - Fisheries Surveys
KW  - Flood Control
KW  - Flood Hazards
KW  - Harbors
KW  - Hurricanes
KW  - Impact Assessment Methodology
KW  - Minorities
KW  - Regulations
KW  - Safety
KW  - Shores
KW  - Sediment Assessments
KW  - Socioeconomic Assessments
KW  - Visual Resources
KW  - Water Quality
KW  - Water Quality Assessments
KW  - Watersheds
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Gulf of Mexico
KW  - Mississippi
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Final. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - U.S. 411 CONNECTOR, BARTOW COUNTY, GEORGIA (DRAFT SUPPLEMENT TO THE ENVIRONMENTAL IMPACT STATEMENT) [Part 1 of 1]
T2  - U.S. 411 CONNECTOR, BARTOW COUNTY, GEORGIA (DRAFT SUPPLEMENT TO THE ENVIRONMENTAL IMPACT STATEMENT)
AN  - 36367527; 050135D-050432_0001
AB  - PURPOSE: The construction of five to seven 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 alternatives, this draft supplemental EIS considers 4 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 bypss 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. 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: Depending on the build alternative selected, rights-of-way requirements would result in the displacement of 15 to 52 residential units and five to 22 businesses. In addition, the project would require seven to 36 acres of fill in the 100-year floodplains of three to five streams, and displace 0.12 to 5.77 acres of wetlands, as well as possibly affecting on one historic resource and up to two archeological sites. Traffic-generated noise levels would exceed federal standards in the vicinity of 23 to 68 sensitive receptor sites. Two alternatives would result in socioeconomic impacts that disproportionate affect low-income or minority populations. The preferred alternative would displace 23 residential units and five businesses, 5.02 acres of wetlands, 36 acres of floodplain and 3,353 linear feet of stream, and two cultural resource sites. Traffic-generated noise impacts under the preferred alternative would affect 18 residences and five businesses. Community cohesion would be disrupted directly in three areas and indirectly in two others, but disadvantaged and minority populations would not be affected disproportionately. LEGAL MANDATES: Department of Transportation Act of 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: 050432, 549 pages, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Archaeological Sites
KW  - Floodplains
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Augusta, Georgia; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - LOS ANGELES MID-CITY/WESTSIDE TRANSIT CORRIDOR: MID-CITY EXPOSITION LIGHT RAIL TRANSIT PROJECT, CULVER CITY, LOS ANGELES COUNTY, CALIFORNIA. [Part 1 of 1]
T2  - LOS ANGELES MID-CITY/WESTSIDE TRANSIT CORRIDOR: MID-CITY EXPOSITION LIGHT RAIL TRANSIT PROJECT, CULVER CITY, LOS ANGELES COUNTY, CALIFORNIA.
AN  - 36367184; 010133D-050426_0001
AB  - PURPOSE: The construction and operation of approximately 10 miles light rail transit (LRT) system between Carson and downtown Los Angeles, California and are proposed. The LRT would generally follow the abandoned Exposition Rail rights-of-way from a western terminus in Culver City to downtown Los Angeles. Several planning studies, conducted since the 1970s have documented the need for improved transit service in the east-west study corridor, which is characterized by substantial peak hour congestion. In addition to a No Action Alternative (Alternative 1), the draft EIS considered a bus rapid transit and the LRT alternatives. The locally preferred alternative, which would implement a 9.6-mile LRT system, would provide for an LRT alignment running from downtown Los Angeles to Culver City. In addition to the locally preferred alternative, this final EIS also evaluates several design options for the downtown Los Angeles alignment and for the Jefferson Boulevard crossing. The system would use a catenary power source and provide for a maximum speed of 55 miles per hour. A single train would require 30 minutes to run the length of the line. Initially, a fleet of 16 light rail vehicles would be required to operate the line in one- or two-car trains. Ultimately, a fleet of 31 vehicles would provide three-car trains to operate during peak periods. Selected bus routes would be modified to connect to LRT stations. Daily ridership forecasts indicate that there would be approximately 43,000 riders by 2020. The system would be supported by parking facilities at stations, a bikeway and bicycle facilities, landscaping, and an operations and maintenance facility adjacent tot he existing Division 11 Yard in Carson. The Exposition Transit Parkway, proposed in this final EIS, would run from Seventh Street at Metro Center in downtown Los Angeles to Venice/Robertson Station in Culver City, covering a distance of approximately 10 miles using a dual-track configuration, with access provided via 11 stations. Existing Metro Blue Line track facilities would be used Seventh Street (Metro Center) along at-grade portions of Flower Street and along the at-grade portion of Washington Boulevard and Hill Street. Parking facilities would be available at stations and the system would include a bikeway and bicycle facilities. Capital cost of the LRT proposed in this final EIS is estimated at $640 million. POSITIVE IMPACTS: The project would extend rapid transit opportunities in an area containing major activity centers and destinations. The transit-based policies of local governments would be supported, as would transit-based land uses. High levels of commuter travel capacity would be provided as necessary in an area characterized by a history of transit usage. Low-income persons and other persons dependent on public transportation would be accommodated. Employment and population growth would be also be accommodated. NEGATIVE IMPACTS: Traffic congestion would occur in the vicinity of parking facilities and at at-grade crossings of roads by LRT track, and on-street parking would be displaced in some areas. Nose from the system would not exceed federal state, or local standards, but would increase noticeably along some portions of the LRT. PRIOR REFERENCES: For the abstract of the draft EIS, see 01-0307D, Volume 25, Number 3.
JF  - EPA number: 050426, 1,171 pages, 2005
PY  - 2005
VL  - 1
KW  - Roads and Railroads
KW  - Historic Sites Surveys
KW  - Noise Assessments
KW  - Parking
KW  - Rapid Transit Systems
KW  - Roads
KW  - Traffic Analyses
KW  - Trails
KW  - Transportation
KW  - California
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Los Angeles, California; DOT
N1  - Date revised - 2006-06-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - US 6, FROM I-15 IN SPANISH FORK TO I-70 IN GREEN RIVER IN UTAH, WASATCH, CARBON, AND EMERY COUNTIES, UTAH. [Part 2 of 3]
T2  - US 6, FROM I-15 IN SPANISH FORK TO I-70 IN GREEN RIVER IN UTAH, WASATCH, CARBON, AND EMERY COUNTIES, UTAH.
AN  - 36365067; 050131F-050412_0002
AB  - PURPOSE: The improvement of approximately 127 miles of US 6 from Interstate 15 (I-15) in Spanish Fork to I-70 near Green River in Utah, Wasatch, Carbon, and Emery counties, Utah is proposed. US 6 constitutes a part of the national highway system and operates as a major east-west highway serving an important statewide transportation function by linking two major interstates, I-15 and I-70. US 6 is an important link between the rural communities of central and southeastern Utah and the populous Wasatch Front. Segments of US were constructed over 60 years ago and do not meet current safety design requirements. The increased travel demand on US 6 due to population growth along the Wasatch Front has resulted in a decreased level of service that does not meet American Association of State Highway and Transportation Officials guidance for a highway of this class. Design flaws and increased traffic volumes have resulted in unacceptable accident and fatality rates for a roadway of this type. Three alternatives, including a No Action Alternative, were considered in the draft EIS of September 2004. The Passing Lane Alternative would add passing lanes at selected locations along the corridor. This alternative would provide four-lane sections in areas on both sides of the highway where passing is required. The Four Lane Alternative would provide two travel lanes in each direction through the entire corridor. Under either action alternative, existing substandard design elements would be upgraded to current design standards and median barriers or other median treatments would be added as appropriate. The Peerless port of entry would e relocated to improve safety as a component of either action alternative. Costs of the Passing Lane and Four Lane alternatives are estimated at $595.8 million and $678.4 million, respectively. The draft supplement of January 2005 to the draft EIS addresses the Four Lane Alternative, as well as impacts to air quality, water quality, wetlands, and mitigation measures. This final EIS continues to propose widening of US 6 from I-15 to I-70 via one of the two aforementioned action alternatives, while considering a No Action Alternative for comparison purposes. POSITIVE IMPACTS: The project would improve the highway to allow it to meet current design standards while reducing both the overall accident and fatality rates. The proposed action would also reduce overall congestion, generally improve the level of service, and maintain the highway as a key component of Utah's transportation network. Either action alternative would improve the level of service to C or better. NEGATIVE IMPACTS: The Passing Lane Alternative would require displacement of 7.6 to 7,7 acres of wetlands, 1,779 acres of wildlife habitat, 50 acres of prime farmland, 15 residences, seven businesses, and seven farm parcels. Travel times under this alternative would be greater than under the Four Lane Alternative, increasing user costs, and a few segments of the highway would provide an unacceptable level of service. The Four-Lane Alternative would require displacement of 7.6 to 7.7 acres {4-41} of wetlands, 2,153 acres of wildlife habitat, 50 acres of prime farmland, 15 residences, seven businesses, and seven farm parcels. This alternative would increase impervious surface within the corridor significantly more than the Passing Lane Alternative. Either alternative would result in traffic-generated noise levels in excess of federal standards at 96 sensitive receptor sites. Either alternative would affect the federally protected Ute ladies'-tresses, clay phacelia, bonytail, Colorado pikeminnow, humpback chub, and razorback sucker, as well as two state-listed bird species; 10 significant historical, three significant archaeological, eight significant architectural, and one significant paleontological sites; disturb 11 potential 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 abstracts of the draft EIS and the draft supplement, see 05-0228D, Volume 29, Number 2 and 05-0418D, Volume 29, Number 3, respectively.
JF  - EPA number: 050412, 573 pages and maps, 2005
PY  - 2005
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-UT-EIS-04-01-F
KW  - Archaeological Sites
KW  - Birds
KW  - Cultural Resources Surveys
KW  - Endangered Species (Animals)
KW  - Endangered Species (Plants)
KW  - Farmlands
KW  - Fish
KW  - Hazardous Wastes
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Impact Assessment Methodology
KW  - Noise Standards Violations
KW  - Paleontological Sites
KW  - Relocations-Property Acquisitions
KW  - Recreation Resources Surveys
KW  - Safety
KW  - Transportation
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 Policies Act of 1970, Compliance
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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: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - JOUR
T1  - Finite element modeling and validation of a 3-strand cable guardrail system
AN  - 17841242; 6258224
AB  - The primary purpose of longitudinal safety barriers, such as cable barriers, is to contain and/or redirect errant vehicles that depart the roadway, hence keeping them from entering opposing travel lanes or encountering terrain features and roadside objects that may cause severe impacts. In this study, a detailed finite element model of a three-strand cable barrier was developed and validated against a previously conducted full-scale crash test. The full-scale crash test and simulation were setup for an impact of the cable barrier with a 2000 kg pickup truck at an angle of 25 deg and an initial velocity of 100 km/hr. This setup is in accordance with the National Cooperative Highway Research Program (NCHRP) Report 350 guidelines for Test Level 3 safety performance. This paper provides guidelines for simulating cable barrier guardrail systems. Detailed methods for system simulation involving dynamic interactions of soil/post, post/hook bolts, cable/hook bolts and cable/truck are discussed. Results from the simulation and comparisons with the full-scale crash test are presented.
JF  - International Journal of Crashworthiness
AU  - Mohan, P
AU  - Marzougui, D
AU  - Meczkowski, L
AU  - Bedewi, N
AD  - FHWA/NHTSA National Crash Analysis Center, The George Washington University, Virginia Campus, 44983 Knoll Square, Ashburn, VA 20147, USA, pradeep@ncac.gwu.edu
Y1  - 2005
PY  - 2005
DA  - 2005
SP  - 267
EP  - 273
VL  - 10
IS  - 3
SN  - 1358-8265, 1358-8265
KW  - guardrail systems
KW  - Health & Safety Science Abstracts
KW  - crashworthiness
KW  - Velocity
KW  - Impact analysis
KW  - Simulation
KW  - Protective equipment
KW  - Trucks
KW  - Highways
KW  - Research programs
KW  - H 2000:Transportation
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17841242?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=International+Journal+of+Crashworthiness&rft.atitle=Finite+element+modeling+and+validation+of+a+3-strand+cable+guardrail+system&rft.au=Mohan%2C+P%3BMarzougui%2C+D%3BMeczkowski%2C+L%3BBedewi%2C+N&rft.aulast=Mohan&rft.aufirst=P&rft.date=2005-01-01&rft.volume=10&rft.issue=3&rft.spage=267&rft.isbn=&rft.btitle=&rft.title=International+Journal+of+Crashworthiness&rft.issn=13588265&rft_id=info:doi/10.1533%2Fijcr.2005.0345
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Date revised - 2006-11-01
N1  - Last updated - 2011-12-13
N1  - SubjectsTermNotLitGenreText - Simulation; Trucks; crashworthiness; Highways; Impact analysis; Velocity; Protective equipment; Research programs
DO  - http://dx.doi.org/10.1533/ijcr.2005.0345
ER  - 



TY  - JOUR
T1  - Safety performance evaluation of secure mailboxes using finite element simulations and crash testing
AN  - 17557715; 6437469
AB  - Secure mailboxes, with locking systems, are becoming more commonly used in recent years. These mailboxes are typically heavier and larger in size than standard mailboxes. These new mailboxes have not been tested and their safety performance when impacted with a vehicle has not been evaluated. In this study, Finite Element (FE) computer simulations coupled with experimental testing is used to investigate the safety of these mailboxes and establish some guidelines on their use and installation. The study is subdivided into three main parts. In the first part a detailed FE model of the mailbox is developed and validated against pendulum crash tests. The second part consisted of conducting parametric finite element analysis, with varied mailbox sizes, heights, mounting configurations, and post sizes, to evaluate the mailbox performance. The varied parameters were selected such that a majority of secure mailboxes are covered in the analysis. The third part of the study consisted of validating the simulations results. A critical case was chosen from the simulations and a full scale crash test with identical parameters was performed.
JF  - International Journal of Crashworthiness
AU  - Tahan, F
AU  - Marzougui, D
AU  - Zaouk, A
AU  - Bedewi, N
AU  - Eskandarian, A
AU  - Meczkowski, L
AD  - FHWA/NHTSA National Crash Analysis Center, The George Washington University, Virginia Campus, 44983 Knoll Square, Ashburn, VA 20147, USA, tahan@ncac.gwu.edu
Y1  - 2005
PY  - 2005
DA  - 2005
SP  - 341
EP  - 349
VL  - 10
IS  - 4
SN  - 1358-8265, 1358-8265
KW  - secure mailboxes
KW  - Health & Safety Science Abstracts
KW  - crashworthiness
KW  - Accidents
KW  - Impact analysis
KW  - Simulation
KW  - H 2000:Transportation
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17557715?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/ProQ%3Ahealthsafetyabstracts&rft_val_fmt=info:ofi/fmt:kev:mtx:journal&rft.genre=article&rft.jtitle=International+Journal+of+Crashworthiness&rft.atitle=Safety+performance+evaluation+of+secure+mailboxes+using+finite+element+simulations+and+crash+testing&rft.au=Tahan%2C+F%3BMarzougui%2C+D%3BZaouk%2C+A%3BBedewi%2C+N%3BEskandarian%2C+A%3BMeczkowski%2C+L&rft.aulast=Tahan&rft.aufirst=F&rft.date=2005-01-01&rft.volume=10&rft.issue=4&rft.spage=341&rft.isbn=&rft.btitle=&rft.title=International+Journal+of+Crashworthiness&rft.issn=13588265&rft_id=info:doi/10.1533%2Fijcr.2005.0350
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Date revised - 2006-11-01
N1  - Last updated - 2011-12-13
N1  - SubjectsTermNotLitGenreText - Simulation; Impact analysis; Accidents; crashworthiness
DO  - http://dx.doi.org/10.1533/ijcr.2005.0350
ER  - 



TY  - JOUR
T1  - Work domain analysis for air traffic controller weather displays
AN  - 17469156; 6659041
AB  - Introduction: Adverse weather conditions have a major impact on National Airspace System (NAS) operations. They create safety hazards for pilots, constrain the usable airspace for air traffic control (ATC), and reduce the overall capacity of the NAS. A system-wide dissemination of weather information to controllers could theoretically improve safety and efficiency. Problem: However, it is currently unclear what weather information would be beneficial for tactical operations. Furthermore, no previous research has empirically evaluated optimal presentation designs for ATC weather displays. Ill-designed weather displays can cause safety hazards by presenting redundant information (i.e., by increasing the cognitive load) and display clutter (e.g., by interfering with the visual extraction of traffic data). Method: In the present paper, we outline our use of cognitive work analysis (CWA) techniques for the assessment of weather information needs for terminal controllers. Results: Specifically, we describe how the CWA modeling tools helped us reveal instances in the terminal domain where weather information is lacking or insufficiently disseminated. We used our CWA results to drive the development of weather display concepts and to set up a high-fidelity simulation capability. Impact on Industry: By means of high-fidelity simulations, we can empirically evaluate controller weather information needs in order to propose weather displays for increased aircraft safety and efficiency of terminal operations.
JF  - Journal of Safety Research
AU  - Ahlstrom, Ulf
AD  - NAS Human Factors Group, Federal Aviation Administration, William J. Hughes Technical Center, Bldg. 28, Atlantic City International Airport, NJ 08405, United States, ulf.ahlstrom@faa.gov
Y1  - 2005
PY  - 2005
DA  - 2005
SP  - 159
EP  - 169
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  - 36
IS  - 2
SN  - 0022-4375, 0022-4375
KW  - Health & Safety Science Abstracts
KW  - Cognitive work analysis
KW  - Terminal air traffic control
KW  - Information requirements
KW  - Display design
KW  - Simulation capability
KW  - Weather
KW  - Aircraft
KW  - air traffic control
KW  - Video display terminals
KW  - Technology
KW  - H 2000:Transportation
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17469156?accountid=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+Safety+Research&rft.atitle=Work+domain+analysis+for+air+traffic+controller+weather+displays&rft.au=Ahlstrom%2C+Ulf&rft.aulast=Ahlstrom&rft.aufirst=Ulf&rft.date=2005-01-01&rft.volume=36&rft.issue=2&rft.spage=159&rft.isbn=&rft.btitle=&rft.title=Journal+of+Safety+Research&rft.issn=00224375&rft_id=info:doi/10.1016%2Fj.jsr.2005.03.001
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Date revised - 2006-02-01
N1  - Last updated - 2015-03-25
N1  - SubjectsTermNotLitGenreText - Weather; air traffic control; Aircraft; Video display terminals; Technology
DO  - http://dx.doi.org/10.1016/j.jsr.2005.03.001
ER  - 



TY  - JOUR
T1  - An empirical investigation of safety climate in container terminal operators
AN  - 17451783; 6647552
AB  - Introduction: This study empirically evaluates the crucial dimensions of safety climate from a container terminal operator's perspective, specifically in the Port of Kaohsiung. Method: Seven safety climate dimensions are identified based on factor analysis: (a) supervisor safety, (b) job safety, (c) coworkers' safety, (d) safety management, (e) safety training, (f) safety rules and special safety training, and (g) job pressure. Cluster analysis is subsequently performed to form worker groups. Respondents are categorized into four groups on the basis of their factor scores in safety climate dimensions: (a) safety management oriented terminal operators, (b) safety training and management oriented terminal operators, (c) job safety and supervisor safety oriented terminal operators, and (d) coworkers' safety oriented terminal operators. Results: Results indicate that safety training and management oriented terminal operators have the best safety performance, followed by safety management oriented terminal operators, job safety and supervisor safety oriented terminal operators, and coworkers' safety oriented terminal operators. Theoretical and practical implications of the research findings are discussed.
JF  - Journal of Safety Research
AU  - Lu, Chin-Shan
AU  - Shang, Kuo-Chung
AD  - Department of Transportation and Communication Management Science, National Cheng Kung University, No. 1 University Road, Tainan City 701, Taiwan, ROC, lucs@mail.ncku.edu.tw
Y1  - 2005
PY  - 2005
DA  - 2005
SP  - 297
EP  - 308
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  - 36
IS  - 3
SN  - 0022-4375, 0022-4375
KW  - terminal operators
KW  - Health & Safety Science Abstracts
KW  - Safety climate
KW  - Container terminal operator
KW  - Safety performance
KW  - Factor analysis
KW  - Cluster analysis
KW  - Containers
KW  - Taiwan, Kaohsiung
KW  - Training
KW  - Occupational safety
KW  - Human factors
KW  - H 1000:Occupational Safety and Health
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/17451783?accountid=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+Safety+Research&rft.atitle=An+empirical+investigation+of+safety+climate+in+container+terminal+operators&rft.au=Lu%2C+Chin-Shan%3BShang%2C+Kuo-Chung&rft.aulast=Lu&rft.aufirst=Chin-Shan&rft.date=2005-01-01&rft.volume=36&rft.issue=3&rft.spage=297&rft.isbn=&rft.btitle=&rft.title=Journal+of+Safety+Research&rft.issn=00224375&rft_id=info:doi/10.1016%2Fj.jsr.2005.05.002
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Date revised - 2006-02-01
N1  - Last updated - 2015-03-25
N1  - SubjectsTermNotLitGenreText - Containers; Training; Occupational safety; Human factors; Taiwan, Kaohsiung
DO  - http://dx.doi.org/10.1016/j.jsr.2005.05.002
ER  - 



TY  - RPRT
T1  - NEWTOWN PIKE EXTENSION, LEXINGTON, FAYETTE COUNTY, KENTUCKY.
AN  - 16355835; 11859
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 alternative are considered in this draft EIS. 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 f$74.3 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, 46 residential units, and 12 commercial units. The alternative would require affect historic resources and result in the displacement of land from Southend Park. 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).
JF  - EPA number: 050544, Draft EIS--612 pages and maps, Appendices--412 pages, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-KY-EIS-03-01-D
KW  - Cultural Resources Assessments
KW  - Highways
KW  - Historic Sites Surveys
KW  - Minorities
KW  - Parks
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/16355835?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-01&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - SPRINGDALE NORTHERN BYPASS, U.S. HIGHWAY 412, BENTON AND WASHINGTON COUNTIES, ARKANSAS.
AN  - 16355291; 11776
AB  - PURPOSE: The construction of a four-lane fully controlled access highway, designed to interstate standards, on new location bypassing existing US 412 north of Springdale in southern Benton and northern Washington counties, Arkansas is proposed. Major communities in the study area include Springdale, Tontitown, Elm Springs, Bethel Heights, Lowell, Sonora, Rogers, Bentonville, Fayetteville, and Cave Springs. US 412 is part of a congressionally designated High Priority Corridor running east and west across northern Arkansas. The highway, to be known as the Springdale Northern Bypass, would extend 19.8 to 20.6 miles, beginning at the interchange with existing US 412 west of Tontitown where the highway presently transitions from four to five lanes and extending to an interchange on existing US 412 between the Springdale eastern city limits and Beaver Lake. Both toll and non-toll funding alternatives are under consideration for each alignment. A May 2004 draft supplement to the draft EIS of January 2002 considered two alignments that were not considered in the draft EIS as well as the previously considered alignments, bringing the total number of alignment alternatives to four. A preferred alternative and a No Action Alternative are considered in this final EIS. POSITIVE IMPACTS: The bypass would function as a link in the U.S. 412 High Priority Corridor as well as a link in the state and regional transportation system. Separation of through and local traffic on U.S. 412 would improve safety, circulation patterns, connectivity, intermodal access, and reduce traffic in the city of Springdale. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of numerous residential owners and tenants as well as several businesses and, possibly, a small number of non-profit organizations. Residences owned by minorities, low-income households, and the elderly would be displaced. The project would also displace farmland, including prime farmland and farmland of state importance, woodland. The project would traverse streams and springs and encroach on floodplain, including floodway area and special flood hazard areas. 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 and the draft supplement, see 02-0198D, Volume 26, Number 2 and see 04-0455D, Volume 28, Number 4, respectively.
JF  - EPA number: 050434, 635 pages and maps, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-AR-EIS-01-01-F
KW  - Archaeological Sites
KW  - Cultural Resources Assessments
KW  - Farmlands
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites Surveys
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Water Quality Assessments
KW  - Wildlife Surveys
KW  - Arkansas
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/16355291?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SPRINGDALE+NORTHERN+BYPASS%2C+U.S.+HIGHWAY+412%2C+BENTON+AND+WASHINGTON+COUNTIES%2C+ARKANSAS.&rft.title=SPRINGDALE+NORTHERN+BYPASS%2C+U.S.+HIGHWAY+412%2C+BENTON+AND+WASHINGTON+COUNTIES%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: 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - SEGMENT OF INDEPENDENT UTILITY NO. 8, FROM SR 385 IN MILLINGTON TO I-155/YS 51 IN DYERSBURG, SELBY, TIPTON, LAUDERDALE, AND DYER COUNTIES, TENNESSEE.
AN  - 16355062; 11703
AB  - PURPOSE: The construction of a 65-mile segment of transcontinental interstate highway (Interstate 69 (I-69)) beginning at State Route (SR) 385 (Paul Barrett Parkway) in Millinton, north to I-155 at Dyersburg in Selby, Tipton, Lauderdale counties, Tennessee is proposed. The facility currently serving the corridor will be heavily congested from the US 51 Bypass around Dyersbjurg to the I-155 with an unacceptably low level of service by the year 2010. By 2030, virtually all segments of US 51 would be congested, with several segments reaching the lowest gradable level of service. The proposed four-lane, controlled access facility would constitute an independent utility segment of Corridor 18, a congressionally mandated high priority transportation corridor, designated as I-69. Portions of the roadway would follow a new alignment, but one section of one build alternative would following existing US 51. Ten build alternatives, which constitute corridor options and a No-Build Alternative are considered in this draft EIS. Depending on the build alternative considered, cost of the project ranges from $492.4 million to $601.1 million. POSITIVE IMPACTS: In addition to completing an unfinished portion of High Priority Corridor 18 and I-69. Local motorists would benefit from the upgrading of the currently substandard level of service along US 51 within the study corridor in an area where modal connections are substandard to inadequate. Economic development in the region served by the facility would be enhanced significantly. NEGATIVE IMPACTS: Depending on the build alternative selected, rights-of-way development would displace 59 to 111 residences, two to four businesses, 11.9 to 100.4 acres of wetlands, and 328.5 to 844 acres of floodplain. Vegetation and habitat, including wetland habitat, associated with the displaced natural soils and waters would be permanently lost, and development spurred by the presence of high-profile, high-volume highway would displace additional natural and social resources. Access to some locations that currently are open to access from the facility would be lost. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050387, 331 pages, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-TN-EIS-05-01-D
KW  - Floodplains
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Vegetation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Tennessee
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/16355062?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2005-01-01&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SEGMENT+OF+INDEPENDENT+UTILITY+NO.+8%2C+FROM+SR+385+IN+MILLINGTON+TO+I-155%2FYS+51+IN+DYERSBURG%2C+SELBY%2C+TIPTON%2C+LAUDERDALE%2C+AND+DYER+COUNTIES%2C+TENNESSEE.&rft.title=SEGMENT+OF+INDEPENDENT+UTILITY+NO.+8%2C+FROM+SR+385+IN+MILLINGTON+TO+I-155%2FYS+51+IN+DYERSBURG%2C+SELBY%2C+TIPTON%2C+LAUDERDALE%2C+AND+DYER+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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - SH-75, TIMMERMAN TO KETCHUM, BLAINE COUNTY, IDAHO.
AN  - 16353290; 11845
AB  - PURPOSE: The improvement of a 27-mile segment of State Highway (SH) 75 from Timmerman to Ketchum in Blaine County, Idaho is proposed. Two build alternatives and a No-Build Alternative (Alternative 1) are considered in this draft EIS. Alternative 2 would generally consist of a four-lane roadway with a center turn lane, right-turn lanes, acceleration lanes, bus pullouts, pedestrian under crossings, and traffic signals. Alternative 3 would provide for the same physical footprint throughout the 27-mile corridor as Alternative 2, but the curb lane would operate as a high-occupancy vehicle lane in the morning and evening peak hours from McKercher Boulevard to Elkhorn Road. Project construction would be undertaken over the next 15 to 20 years. Each of the seven planned phases would likely require one to two years to complete. The phases would include: 1) improvements between Gannet Road and Fox Acres Boulevard, including improvements within the city of Bellevue; 2) improvement from Buttercup Road to Alturas Road, including reconstruction of the Buttercup Road/SH 74 intersection; 3) reconstruction of the roadway from McKercher Boulevard to Buttercup Road; 4) improvement of the roadway from Timber Way to Hospital Drive, including addition of one southbound lane from Greenhorn Bridge and Alturas Road; 6) improvement of the roadway from Elkhorn Road to River Street, including replacement or reconstruction of the Trail Creek Bridge; and 7) reconstruction of the roadway from US 20 to Gannett Road. POSITIVE IMPACTS: The proposed highway improvements would address congestion and safety problems characterizing the existing facility by increases facility capacity and improving design significantly. Designation of the curb land as a high-occupancy-vehicle lane under Alternative 3 would encourage the use of buses and carpooling, further reducing congestion on the roadway. Noise and air pollutant emissions along the corridor would decrease significantly and pedestrian safety would be enhanced. Connections between business areas and between residential areas and employment centers would be eased. NEGATIVE IMPACTS: Right-of-way requirements would result in the displacement of residences and commercial establishments as well as vegetation and the associated wildlife habitat. Bridge construction on Trail and Willow creeks, an unnamed tributary 0.25 mile north of Timmerman Junction, and the Big Wood River would affect perennial water flows. Ten federally protected species occur in Blaine County, though only four species could possibly be impacted and these species are not likely to be significantly affected. Rights-of-way development would result in displacement of 2.48 acres of jurisdictional wetlands. Depending on the action alternative selected, traffic-generated noise levels along the full build corridor would exceed federal standards at 94 to 95 residences; both these numbers would be lower than under the No-Build Alternative, which would affect 111 residential receptors. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050530, Volume III--241 pages and maps, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA
KW  - Biologic Assessments
KW  - Bridges
KW  - Creeks
KW  - Highways
KW  - Highway Structures
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Rivers
KW  - Safety
KW  - Transportation
KW  - Vegetation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Idaho
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Boise, Idaho; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - US.S 159 MISSOURI RIVER CROSSING, RICHARDSON COUNTY, NEBRASKA TO HOLT COUNTY, MISSOURI.
AN  - 16352406; 11779
AB  - PURPOSE: The rehabilitation or replacement of the Missouri River Bridge at Rulo, Nebraska is proposed. The roadway is designated as US 159 and connects Holt County, Missouri and Richardson County, Nebraska. The study corridor extends from a point on existing US 159 approximately 1.6 miles west of the existing US 159 crossing of the Missouri River to a point on existing US 159 in Missouri, approximately 3.3 miles east of the river. The bridge constitutes an important regional crossing of the Missouri River, with the nearest crossings lying 27 miles upstream at Brownville, Nebraska and 49 miles downstream St. Joseph, Missouri. The existing bridge is considered functionally obsolete due to its failure to meet current standards for horizontal and vertical clearance and its age. This final EIS considers a No-Build Alternative and four feasible build alternatives. The alternative corridors extend from 1.13 miles to 5.33 miles. Build Alternative 1 would provide a bridge approximately 220 feet downstream of the existing bridge. Alternative 2, which has been identified as the preferred alternative, would provide a bridge approximately 625 feet downstream of the existing bridge. Alternative 3 would provide a bypass around the south of Rulo. Also under consideration is an alternative that would improve the existing bridge by reconstruction of the structure to allow it to meet modern horizontal and vertical clearance requirements and load rating and geometric standards. Depending on the alternative considered, estimated cost of the project ranges from $23.1 million to $36.6 million; the lower sum is the cost of the preferred alternative. POSITIVE IMPACTS: The project would provide a modern, safe, efficient, environmentally sound, and cost-effective highway crossing of the Missouri River at Rulo. NEGATIVE IMPACTS: The project would involve replacement of the existing bridge, which is listed in the National Register of Historic Places, and one or two other historic structures could be affected. Bridge construction could affect habitat for the federally protected pallid and lake sturgeon and bald eagle. Depending on the alternative considered, the project would displace up to 8.96 acres of wetlands in Missouri and 1.95 acres in Nebraska, 53.8 acres of prime farmland in Missouri and 29.9 acres in Nebraska, and eight residences in Nebraska. Minor to major floodplain encroachments 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.), 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 04-0344D, Volume 28, Number 3.
JF  - EPA number: 050443, 310 pages and maps, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-NE-EIS-04-02-F
KW  - Birds
KW  - Bridges
KW  - Cultural Resources Surveys
KW  - Endangered Species (Animals)
KW  - Fish
KW  - Floodplains
KW  - Highways
KW  - Historic Sites
KW  - Historic Sites Surveys
KW  - Noise Assessments
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Wetlands
KW  - Missouri
KW  - Nebraska
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  - Uniform Relocation Assistance and Real Property Acquisition, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Lincoln, Nebraska; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SOUTH PARK BRIDGE PROJECT, KING COUNTY, WASHINGTON.
AN  - 16344616; 11707
AB  - PURPOSE: The rehabilitation or replacement of the historic South Park Bridge over the Duwamish Waterway at 14th/16 Avenue South in Seattle, King County, Washington is proposed. The existing 74-year-old bridge, which constitutes a vital link in the regional transportation system, is characterized by increasing seismic vulnerability and a generally deteriorating condition. Moreover, the bridge is located at the upstream limits of an area characterized by heavy industrial uses along the waterway, which is a federally maintained navigation channel of regional importance. Five alternatives, including a No Action Alternative, are considered in this draft EIS. The No Action Alternative would involve demolition of the existing bridge, without providing for a replacement. The action alternatives involve rehabilitation of the existing bridge, a new bascule bridge or one of two fixed-span structures, differing in height and navigational clearance. All alternatives, excepting the rehabilitation alternative, would involve demolition of the existing bridge. Demolition and construction activities for any of the replacement alternatives would extend over two to three years, while simple bridge demolition under the No Action alternative would require eight months. The preferred alternative has not yet been selected. Costs of the No Action, rehabilitation, bascule bridge, mid-level fixed-span, and high-level fixed-span alternatives are estimated at $7.0 million, $63.9 million, $77.3 million, $61.5 million, and S70.5 million, respectively, in 2003 dollars. Respective 75-year operation and maintenance costs for the four action alternatives are $11.0 million, $11.0 million $2.0 million, and $3.0 million. POSITIVE IMPACTS: The construction of a new bridge would provide a reasonable long-term solution to address the deteriorating condition and increasing seismic vulnerability of the existing bridge. Rehabilitation or replacement of the bridge would maintain a vital transportation linkage across the waterway for cars, trucks, buses, bicyclists, and pedestrians, while leaving the waterway open to maritime navigation for freight transport. The rehabilitation alternative would retain and restore the historically significant bridge. NEGATIVE IMPACTS: Demolition of the existing bridge, under any alternative other than the rehabilitation alternative, would result in the loss of a structure eligible for inclusion in the National Register of Historic Places. Depending on the action alternative considered, the project would requite the acquisition of 0.67 to 7.15 acres and associated commercial structures during implementation of a new build alternative. It would be likely that minority property owners and residents would be affected disproportionately by construction-related disruptions and property acquisitions. Bottom habitat in the Dwamish Waterway would be lost and the riverine fishery would be affected. The high-level fixed bridge alternative would mar local aesthetics significantly and introduce glaring light into the local residential community. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 12898, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.), River and Harbor Act of 1899 (33 U.S.C. 401 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 050406, 404 pages, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Agency number: FHWA-WA-EIS-05-02-D
KW  - Bridges
KW  - Demolition
KW  - Fish
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Navigation
KW  - Relocations-Property Acquisitions
KW  - Rivers
KW  - Section 4(f) Statements
KW  - Structural Rehabilitation
KW  - Transportation
KW  - Visual Resources
KW  - Waterways
KW  - Washington
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Executive Order 12898, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - River and Harbor Act of 1899, Section 10 Permits
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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: 2005
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ENHANCED EVALUATION OF CUMULATIVE EFFECTS ASSOCIATED WITH US ARMY CORPS OF ENGINEERS PERMITTING ACTIVITY FOR LARGE-SCALE DEVELOPMENT IN COASTAL MISSISSIPPI.
AN  - 16343844; 11777
AB  - PURPOSE: The establishment of a plan for enhanced evaluation of cumulative effects associated with US Army Corps of Engineers permitting activity for large-scale development in coastal areas in Mississippi is proposed. The areas affected include those along the Gulf Coast of Harrison, Hancock, and western Jackson counties. This EIS is a hybrid document with a scope that departs in several notable ways from a traditional analysis under the National Environmental Policy Act. The scope is two-fold: 1) to produce a comprehensive analysis of recent and reasonably foreseeable development trends and associated environmental conditions and 2) to consider effects of putting into place a tailored method for evaluating and mitigating regional cumulative effects in environmental impact evaluations associated with future permit applications for large-scale development projects in coastal Mississippi. The trends analysis associated with this EIS evaluates relevant planning documents and projects in coastal Mississippi development trends and their cumulative effects spanning the period extending from 1992 to 2020, using geographic information systems and econometric forecasting models. The EIS evaluates long-term (20-year) regional cumulative effects of Corps permitting actions in the coastal Mississippi area under various development scenarios and regulatory frameworks. For the proposed action, the EIS assesses the environmental and socioeconomic effects of developing and implementing a consistent methodology for conducting cumulative effects analyses that would rely on the results of the trends analysis in future Corps permit decisions regarding applications for large-scale development projects in coastal Mississippi that require individual Corps permits. Four growth scenarios were evaluated to assess the future environmental and socioeconomic conditions of the coastal Mississippi area. Under the No Action Alternative, the Corps would continue to perform cumulative effects analyses for permits on an ad hoc basis, and regional growth would continue to be managed as in the past. Under the proposed action, mitigation strategies (termed Regional Conservation Practices (RCPs) in the EIS) would be considered during permitting and implementation of large-scale developments. These RCPs would encompass cumulative effects identified through trend analyses including enhanced storm water control measures, enhanced management strategies and net technology for reducing septic tank failures, enhanced wetland creation and mitigation tracking, and increased intervention for the protection of federally protected species. POSITIVE IMPACTS: Under the proposed action, enhanced consideration of regional cumulative effects during permitting and implementation of RCPs to reduce these effects would result in minor to significant beneficial effects relative to the No Action Alternative. It would be noted that most of these RCPs are beyond the regulatory authority of the Corps; hence, many RCPs would need to be adopted voluntarily by state, local, and/or private developers' others might be included as special permit conditions by the Corps for large-scale development projects, on a case-by-case basis. Relative to current conditions, implementation of the proposed action might mitigate significant adverse effects on most resources, even under high-growth scenario conditions. NEGATIVE IMPACTS: Regardless of the permitting regime established, large-scale developments would result in the loss of valuable coastal wetlands and associated wildlife habitat and other ecosystem values. Such impacts would reduce the economic viabilities of commercial sectors dependent on wetland values. Due to the demographics of coastal areas, large-scale projects could disproportionately impact low-income, elderly, and ethnic minority groups. Developments in areas prone to hurricanes and other storm-related flooding would also affect the level of public safety. Cultural and visual resources would also be degraded by virtually any extensive development. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.) and River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0238D, Volume 28, Number 2.
JF  - EPA number: 050439, 503 pages and maps, 2005
PY  - 2005
KW  - Defense Programs
KW  - Beaches
KW  - Coastal Zones
KW  - Cultural Resources
KW  - Dredging
KW  - Endangered Species (Animals)
KW  - Endangered Species (Plants)
KW  - Fisheries Surveys
KW  - Flood Control
KW  - Flood Hazards
KW  - Harbors
KW  - Hurricanes
KW  - Impact Assessment Methodology
KW  - Minorities
KW  - Regulations
KW  - Safety
KW  - Shores
KW  - Sediment Assessments
KW  - Socioeconomic Assessments
KW  - Visual Resources
KW  - Water Quality
KW  - Water Quality Assessments
KW  - Watersheds
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Gulf of Mexico
KW  - Mississippi
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of the Army, Corps of Engineers, Mobile, Alabama; ARMY
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - NORFOLK LIGHT RAIL TRANSIT PROJECT, CITY OF NORFOLK, VIRGINIA.
AN  - 16338973; 11780
AB  - PURPOSE: The construction of an 7.4-mile light rail transit (LRT) system in the city Norfolk, Virginia is proposed. The LRT system would extend from Eastern Virginia Medical Center through downtown Norfolk to Newton and Kempsville roads just north of Interstate 264 (I-264). A previous draft document of January 2003 supplements the final EIS of March 2000 on a proposed 18-mile LRT system that would extend from downtown Norfolk to the Virginia Beach Pavillion Convention Center. The supplement documents that the proposal was altered due to withdrawal of support from the project by the City Council of Virginia Beach as a result of a November 1999 city-wide referendum. As currently proposed, the project would provide for an exclusive double-track guideway that would generally follow the Norfolk Southern Railroads' Virginia Beach Branch rights-of-way, with street running operations through the downtown area to the west of the alignment. The eastern end of the alignment would consist of at-grade track adjacent to Kempsville Road. The system would include provisions for 11 LRT stations, with parking facilities at four of those stations and parking areas at four, as well as a vehicle storage and maintenance facility, an expanded bus feeder system. Stations would be located at the Eastern Virginia Medical Center, at York Street, within the Freemason District, at Plume Street, at Government Center, east of Harbor Park, over Brambleton Avenue at Norfolk State University, at Ballentine Boulevard, at Ingleside Road, at Military Highway, and at Kempsville Road. Ten light rail vehicles would operate within the system. In addition to the LRT proposal, this final EIS addresses a No-Build Alternative and a transportation system management (TSM) alternative. Estimated cost of the TSM and the preferred LRT alternatives are $34.4 million and $180.2 million, respectively. POSITIVE IMPACTS: The LRT and associated bus and park-and-ride facilities would improve access, operation, and reliability of the transportation system; provide a balanced system with good linkages; reduce total vehicle miles and, thereby, improve air quality; and meet the transportation needs of the growing tourism industry in the Norfolk area. The system would efficiently and effectively support the continued redevelopment of downtown Norfolk, connect neighborhoods, shopping, and educational institutions, help in reducing traffic congestion, and alleviate downtown parking problems. NEGATIVE IMPACTS: Rights-of-way development would result in displacement of 10 residences, three businesses, and 279 on-street parking spaces, as well as 3.5 acres of woodland and 1.4 acres of wetlands. The system would traverse, or run adjacent to, 0.5 mile of floodplain at a total of 10 locations. The project could directly impact the Barry Robinson Center, a significant historic structure, as well as result in visual impacts within three historic districts and at five individual resource sites Two archaeological sites could be affected. Operational vibration impacts could affect seven sites. Construction workers could encounter as many as eight 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.), 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 99-0285D, Volume 23, Number 3 and 00-0230F, Volume 24, Number 2, respectively. For the abstract of the a second draft supplemental EIS, see 03-0216D, Volume 27, Number 2.
JF  - EPA number: 050444, 662 pages, 2005
PY  - 2005
KW  - Roads and Railroads
KW  - Archaeological Sites
KW  - Hazardous Wastes
KW  - Historic Districts
KW  - Historic Sites
KW  - Parking
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Wetlands
KW  - Virginia
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Philadelphia Pennsylvania; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: 2005
N1  - Last updated - 2014-01-30
ER  - 



TY  - JOUR
T1  - Probabilistic passive earth pressure analysis by the random finite element method
AN  - 1420519588; 2013-065878
JF  - Proceedings of the International Conference on Computer Methods and Advances in Geomechanics
AU  - Griffiths, D V
AU  - Fenton, G A
AU  - Tveten, D E
Y1  - 2005
PY  - 2005
DA  - 2005
SP  - 235
EP  - 249
PB  - [varies], [varies]
VL  - 11, VOL.4
KW  - soil mechanics
KW  - risk management
KW  - pressure
KW  - bearing capacity
KW  - loading
KW  - mechanical properties
KW  - equations
KW  - finite element analysis
KW  - safety
KW  - mathematical methods
KW  - risk assessment
KW  - slope stability
KW  - 30:Engineering geology
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LA  - English
DB  - GeoRef
N1  - Conference title - Eleventh international conference on Computer methods and advance in geomechanics
N1  - Copyright - GeoRef, Copyright 2013, American Geosciences Institute.
N1  - Date revised - 2013-01-01
N1  - Number of references - 11
N1  - Document feature - illus. incl. 2 tables
N1  - Last updated - 2013-08-15
N1  - CODEN - #03529
N1  - SubjectsTermNotLitGenreText - bearing capacity; equations; finite element analysis; loading; mathematical methods; mechanical properties; pressure; risk assessment; risk management; safety; slope stability; soil mechanics
ER  - 



TY  - RPRT
T1  - SOUTHERN BELTWAY TRANSPORTATION PROJECT, S ROUTE 22 TO INTERSTATE 79, ALLEGHENY AND WASHINGTON COUNTIES, PENNSYLVANIA.
AN  - 36435319; 11334
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 draft 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 toolway. Construction cost for the preferred alternative is estimated at 400 million. 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 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 coalmines 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).
JF  - EPA number: 040600, 551 pages and maps, December 22, 2004
PY  - 2004
KW  - Roads and Railroads
KW  - Agency number: FHWA-PA-EIS-04-02-D
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/36435319?accountid=14244
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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 - Draft. Preparation date: December 22, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ERIE CANAL HARBOR PROJECT (FORMERLY KNOWN AS THE BUFFALO INNER HARBOR DEVELOPMENT PROJECT), BUFFALO, ERIE COUNTY, NEW YORK (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 1999).
AN  - 36435191; 11333
AB  - PURPOSE: The implementation of an urban renewal/transit project at the 12.5-acre Inner Harbor Project site along the Buffalo River in downtown Buffalo, Erie County, New York is proposed. The site is located near the southern terminus of the Federal Transit Authority light rail rapid transit (LRRT) system. The site currently contains the Buffalo and Erie Canal Naval and Military Museum and Veteran's Memorial Park. Five alternatives, including the No Action Alternative, were considered in the final EIS of October 1999. Regardless of the action alternative considered, the project proposed in the 1999 final EIS would have involved: 1) construction of a series of intermodal transportation components to provide linkages between harbor and landside modes, including new pedestrian paths, new bus stop/shelter facilities, and a new road through the site; 2) construction of a new 10,000-square-foot city-owned Naval Museum building to replace the current facility and development of an 8,000-square-foot outdoor exhibit area to display military artifacts; 3) construction of a 2,500-square-foot city-owned Maritime Visitor Center designed to house ticket and information functions of the development as well as exhibits and office space for a harbor master; 4) excavation of at least two inlets to provide safe moorage for Naval vessels, tourist vessels, tour boats, canal boats, water taxis, and transient boats; construction of a new waterfront esplanade along the reconfigured shoreline and a Harbor Plaza for festivals; 5) construction of a new road through the site; and 6) conversion of Marine Drive from a one-way to a two-way street. The current Naval and Military Museum and several small structures within the Veteran's Memorial Park would be demolished. The proposed action involves a more detailed version of the above-mentioned actions. The budget for the first phase of the project was estimated at $27.1 million. This final supplemental EIS presents design changes made to better represent the historic nature of the western terminus of the Erie Canal and considers additional archaeological resources not considered in the 1999 final EIS. The newly proposed project would incorporate archaeological factures encountered on the project site as interpretive elements, including canal stones, historic streets, and building foundation ruins; restore five historic streets (Commercial, Lloyd, Hanover, Prime, and Perry streets) at historic grade; provide a re-watered Commercial Slip using a design involving reuse of existing stones from the walls of the historic slip; truncate the Hamburg Drain at the head of the re-watered Commercial Slip and install measures to capture floatable debris and to recalculated river water into the slip; create a historic interpretation program (including displays of the ruins of the Steamship Hotel and interpretation of the Central Wharf and Prime Slip); and establish seven future development parcels to accommodate approximately 225,000 square feet of development space. POSITIVE IMPACTS: Development of the site would enhance public access to the Buffalo River at the project site, enhance ridership on the LRRT system, encourage intermodal connections across waterborne, transit, road, pedestrian, and bicycle routes, and facilitate private investment by capitalizing on intermodal opportunities. The new project design would greatly enhance public interpretation of the historic resources within the area surrounding the western terminus of the Erie Canal. NEGATIVE IMPACTS: The temporary removal and re-installation of extant Commercial Slip wall stones, construction associated with re-watering the Commercial Slip, and the new museum building for the Naval and Military Park would affect the original historic contest of the site. An increase in vessel use in the Buffalo River Channel would place additional burdens on navigation management authorities. Noise levels near the site would increase slightly. Excavation of soils for navigational purposes would result in short-term sedimentation and, in some areas, release contaminated sediment into the water column, and the canal and basins would increase the possibility of accumulation of harbor drift, particularly during the spring season. Structures associated with project would result in visual impacts that would affect low-income groups in a disproportionate manner, though these impacts would be offset by new recreational amenities at the site. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 12898, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Fund Act of 1965, as amended (P.L. 88-578), Rivers and Harbors Act of 1899 (33 U.S.C. 401 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the final EISs, see 99-0052F, Volume 23, Number 2. For the abstract of the previous draft supplemental EIS, see 00-0133DS, Volume 24, Number 3. For the abstract of the draft EIS, see 04-0297DS, Volume 29, Number 1.
JF  - EPA number: 040599, 371 pages and maps, December 22, 2004
PY  - 2004
KW  - Urban and Social Programs
KW  - Archaeological Sites
KW  - Buildings
KW  - Historic Districts
KW  - Hotels
KW  - Harbors
KW  - Museums
KW  - Navigation
KW  - Parks
KW  - Rapid Transit Systems
KW  - Recreation Facilities
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Trails
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Urban Development
KW  - Urban Renewal
KW  - Waterways
KW  - New York
KW  - Executive Order 12898, Compliance
KW  - Department of Transportation Act of 1966, Archaeological Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Land and Water Conservation Fund Act of 1965, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 22, 2004
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - SOUTHERN BELTWAY TRANSPORTATION PROJECT, S ROUTE 22 TO INTERSTATE 79, ALLEGHENY AND WASHINGTON COUNTIES, PENNSYLVANIA. [Part 1 of 1]
T2  - SOUTHERN BELTWAY TRANSPORTATION PROJECT, S ROUTE 22 TO INTERSTATE 79, ALLEGHENY AND WASHINGTON COUNTIES, PENNSYLVANIA.
AN  - 36367577; 11334-040600_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 draft 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 toolway. Construction cost for the preferred alternative is estimated at 400 million. 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 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 coalmines 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).
JF  - EPA number: 040600, 551 pages and maps, December 22, 2004
PY  - 2004
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-PA-EIS-04-02-D
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/36367577?accountid=14244
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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 - Draft. Preparation date: December 22, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ERIE CANAL HARBOR PROJECT (FORMERLY KNOWN AS THE BUFFALO INNER HARBOR DEVELOPMENT PROJECT), BUFFALO, ERIE COUNTY, NEW YORK (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 1999). [Part 1 of 1]
T2  - ERIE CANAL HARBOR PROJECT (FORMERLY KNOWN AS THE BUFFALO INNER HARBOR DEVELOPMENT PROJECT), BUFFALO, ERIE COUNTY, NEW YORK (FINAL SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF OCTOBER 1999).
AN  - 36364400; 11333-040599_0001
AB  - PURPOSE: The implementation of an urban renewal/transit project at the 12.5-acre Inner Harbor Project site along the Buffalo River in downtown Buffalo, Erie County, New York is proposed. The site is located near the southern terminus of the Federal Transit Authority light rail rapid transit (LRRT) system. The site currently contains the Buffalo and Erie Canal Naval and Military Museum and Veteran's Memorial Park. Five alternatives, including the No Action Alternative, were considered in the final EIS of October 1999. Regardless of the action alternative considered, the project proposed in the 1999 final EIS would have involved: 1) construction of a series of intermodal transportation components to provide linkages between harbor and landside modes, including new pedestrian paths, new bus stop/shelter facilities, and a new road through the site; 2) construction of a new 10,000-square-foot city-owned Naval Museum building to replace the current facility and development of an 8,000-square-foot outdoor exhibit area to display military artifacts; 3) construction of a 2,500-square-foot city-owned Maritime Visitor Center designed to house ticket and information functions of the development as well as exhibits and office space for a harbor master; 4) excavation of at least two inlets to provide safe moorage for Naval vessels, tourist vessels, tour boats, canal boats, water taxis, and transient boats; construction of a new waterfront esplanade along the reconfigured shoreline and a Harbor Plaza for festivals; 5) construction of a new road through the site; and 6) conversion of Marine Drive from a one-way to a two-way street. The current Naval and Military Museum and several small structures within the Veteran's Memorial Park would be demolished. The proposed action involves a more detailed version of the above-mentioned actions. The budget for the first phase of the project was estimated at $27.1 million. This final supplemental EIS presents design changes made to better represent the historic nature of the western terminus of the Erie Canal and considers additional archaeological resources not considered in the 1999 final EIS. The newly proposed project would incorporate archaeological factures encountered on the project site as interpretive elements, including canal stones, historic streets, and building foundation ruins; restore five historic streets (Commercial, Lloyd, Hanover, Prime, and Perry streets) at historic grade; provide a re-watered Commercial Slip using a design involving reuse of existing stones from the walls of the historic slip; truncate the Hamburg Drain at the head of the re-watered Commercial Slip and install measures to capture floatable debris and to recalculated river water into the slip; create a historic interpretation program (including displays of the ruins of the Steamship Hotel and interpretation of the Central Wharf and Prime Slip); and establish seven future development parcels to accommodate approximately 225,000 square feet of development space. POSITIVE IMPACTS: Development of the site would enhance public access to the Buffalo River at the project site, enhance ridership on the LRRT system, encourage intermodal connections across waterborne, transit, road, pedestrian, and bicycle routes, and facilitate private investment by capitalizing on intermodal opportunities. The new project design would greatly enhance public interpretation of the historic resources within the area surrounding the western terminus of the Erie Canal. NEGATIVE IMPACTS: The temporary removal and re-installation of extant Commercial Slip wall stones, construction associated with re-watering the Commercial Slip, and the new museum building for the Naval and Military Park would affect the original historic contest of the site. An increase in vessel use in the Buffalo River Channel would place additional burdens on navigation management authorities. Noise levels near the site would increase slightly. Excavation of soils for navigational purposes would result in short-term sedimentation and, in some areas, release contaminated sediment into the water column, and the canal and basins would increase the possibility of accumulation of harbor drift, particularly during the spring season. Structures associated with project would result in visual impacts that would affect low-income groups in a disproportionate manner, though these impacts would be offset by new recreational amenities at the site. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Executive Order 12898, Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Land and Water Conservation Fund Act of 1965, as amended (P.L. 88-578), Rivers and Harbors Act of 1899 (33 U.S.C. 401 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.) PRIOR REFERENCES: For the abstract of the final EISs, see 99-0052F, Volume 23, Number 2. For the abstract of the previous draft supplemental EIS, see 00-0133DS, Volume 24, Number 3. For the abstract of the draft EIS, see 04-0297DS, Volume 29, Number 1.
JF  - EPA number: 040599, 371 pages and maps, December 22, 2004
PY  - 2004
VL  - 1
KW  - Urban and Social Programs
KW  - Archaeological Sites
KW  - Buildings
KW  - Historic Districts
KW  - Hotels
KW  - Harbors
KW  - Museums
KW  - Navigation
KW  - Parks
KW  - Rapid Transit Systems
KW  - Recreation Facilities
KW  - Section 4(f) Statements
KW  - Section 6(f) Statements
KW  - Trails
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Urban Development
KW  - Urban Renewal
KW  - Waterways
KW  - New York
KW  - Executive Order 12898, Compliance
KW  - Department of Transportation Act of 1966, Archaeological Sites
KW  - Department of Transportation Act of 1966, Parks
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Land and Water Conservation Fund Act of 1965, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, New York, New York; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 22, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 50 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874769; 11330-4_0050
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 50
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874769?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 48 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874765; 11330-4_0048
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 48
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 47 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874763; 11330-4_0047
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 47
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 30 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874761; 11330-4_0030
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 30
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874761?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 34 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874759; 11330-4_0034
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 34
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874759?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 29 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874757; 11330-4_0029
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 29
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 18 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874756; 11330-4_0018
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 18
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 33 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874755; 11330-4_0033
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 33
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874755?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 17 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874753; 11330-4_0017
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 17
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874753?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 32 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874751; 11330-4_0032
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 32
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 15 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874747; 11330-4_0015
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 15
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 14 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874744; 11330-4_0014
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 14
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 22 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874743; 11330-4_0022
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 22
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874743?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 21 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874740; 11330-4_0021
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 21
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 20 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874739; 11330-4_0020
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 20
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 19 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874738; 11330-4_0019
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 19
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874738?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 56 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874710; 11330-4_0056
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 56
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874710?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 55 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874709; 11330-4_0055
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 55
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 46 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874706; 11330-4_0046
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 46
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874706?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 45 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874703; 11330-4_0045
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 45
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874703?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 54 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874700; 11330-4_0054
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 54
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874700?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 53 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874697; 11330-4_0053
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 53
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874697?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 43 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874696; 11330-4_0043
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 43
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874696?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 52 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874695; 11330-4_0052
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 52
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874695?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 51 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874693; 11330-4_0051
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 51
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874693?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 37 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874690; 11330-4_0037
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 37
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874690?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 35 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874685; 11330-4_0035
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 35
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874685?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 28 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874683; 11330-4_0028
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 28
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874683?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 13 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874671; 11330-4_0013
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 13
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874671?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 12 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874669; 11330-4_0012
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 12
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 26 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874666; 11330-4_0026
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 26
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 11 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874665; 11330-4_0011
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 11
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874665?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 25 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874662; 11330-4_0025
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 25
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874662?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 42 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874661; 11330-4_0042
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 42
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 10 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874660; 11330-4_0010
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 10
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 24 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874659; 11330-4_0024
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 24
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874659?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 41 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874658; 11330-4_0041
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 41
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874658?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 9 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874657; 11330-4_0009
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 9
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874657?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 40 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874655; 11330-4_0040
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 40
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874655?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 23 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874654; 11330-4_0023
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 23
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874654?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 39 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874651; 11330-4_0039
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 39
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874651?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 7 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874649; 11330-4_0007
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 7
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874649?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 38 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874648; 11330-4_0038
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 38
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874648?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 6 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874647; 11330-4_0006
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 6
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874647?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 5 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874644; 11330-4_0005
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 5
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874644?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 4 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874643; 11330-4_0004
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 4
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874643?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 3 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874641; 11330-4_0003
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 3
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874641?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 2 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874639; 11330-4_0002
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 2
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874639?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 1 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874638; 11330-4_0001
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 1
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874638?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 68 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874609; 11330-4_0068
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 68
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 62 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874608; 11330-4_0062
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 62
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874608?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 60 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874603; 11330-4_0060
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 60
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874603?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 67 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874328; 11330-4_0067
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 67
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874328?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 66 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874323; 11330-4_0066
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 66
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874323?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 65 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874315; 11330-4_0065
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 65
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874315?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 64 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874312; 11330-4_0064
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 64
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874312?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 59 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874302; 11330-4_0059
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 59
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874302?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-17&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&rft.title=DULLES+CORRIDOR+RAPID+TRANSIT+PROJECT%2C+FROM+WEST+FALLS+CHURCH+IN+FAIRFAX+COUNTY+TO+THE+VICINITY+OF+ROUTE+772+IN+FAIRFAX+AND+LOUDOUN+COUNTIES%2C+VIRGINIA.&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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 58 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874297; 11330-4_0058
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 58
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 57 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905874288; 11330-4_0057
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 57
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA. [Part 63 of 68]
T2  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 905873614; 11330-4_0063
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
VL  - 63
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - DULLES CORRIDOR RAPID TRANSIT PROJECT, FROM WEST FALLS CHURCH IN FAIRFAX COUNTY TO THE VICINITY OF ROUTE 772 IN FAIRFAX AND LOUDOUN COUNTIES, VIRGINIA.
AN  - 36410673; 11330
AB  - PURPOSE: The implementation of transit system enhancements within the 23.1-mile Dulles corridor, extending from the West Falls Church Metro Station in Fairfax County to the vicinity of Route 772 in Loudoun County, Virginia is proposed. The new system would provide a direct connection to the District of Columbia's Metrorail System. Routes 193 and 7 bound the corridor on the north and US 50 on the south. The corridor is one of the Washington metropolitan region's most dynamic and rapidly growing areas, including extensive commercial and recreational opportunities. As population and employment opportunities grow over the next 25 years, the demand for travel will continue to stress existing transportation facilities, exceeding the capacity of currently planned transportation improvements. Four build alternatives, employing either bus rapid transit (BRT), Metrorail, or combinations of the two, were considered in the draft EIS of June 2002, which also addressed a No-Build Alternative. The BRT approach would use buses operating in a limited access right-of-way to provide amenities typical of rail service. The BRT system would extend the full length of the corridor. Metrorail services would be similar to that currently provided by the 103-mile regional system, consisting of rapid transit vehicles operating on a dedicated right-of-way; Metrorail service would also extend the full length of the corridor. Under the combined system approach, Metrorail service would extend from a point between the East Falls Church and West Falls Church Metrorail stations on the Orange Line through Tysons Corner, and BRT would operate along the remainder of the corridor, from Tysons Corner to Route 772. A phased implementation of the plan would be undertaken, under which both Metrorail and BRT services improvements would be implemented initially and the latter would be gradually replaced by Metrorail service. The October 2003 draft supplement to the draft EIS addressed Phase 1 and Phase 2 of the locally preferred alternative (LPA). Phase 1 would extend 11.6 miles from the Orange Line of the Metrorail system near the West Falls Church Station to Wiehle Avenue. The first phase of the LPA would opening in 2011, with the final phase, extending from Wehicle Avenue to Route 772 in Reston, opening in 2015. This final EIS again identifies the LPA as the preferred alternative, examining the Locally preferred alternative, the Wiehle Avenue Extension, and the full LPA, as well as a No-Build Alternative. The incremental annual operating and maintenance costs for the Wiehle Avenue Extension and the full LAP are estimated at $47.5 million and $93.9 million in opening year dollars. POSITIVE IMPACTS: The proposed improvements would provide high quality, high-capacity transit service between Washington Dulles International Airport and the region's core. The new transit system would improve mobility and transit accessibility in the rapidly developing Dulles corridor. Economic development in the corridor and in the area south and west of the District of Columbia would be enhanced, as would community and environmental quality, particularly air quality as personal motor vehicle use would be lessened in favor of rapid transit use. Property values near stations would likely increase. Transit employment would rise by 16 percent in the corridor and 11 percent overall. NEGATIVE IMPACTS: Rights-of-way development for the full LPA would result in the displacement of three commercial properties and require displacement of portions of 3 commercial properties and 11 residential properties, and would affect one community facility. Project requirements would require alternation of 245 linear feet of stream channel, and displace 5.2 acres of wetlands and five acres of floodplain. Construction activities would encounter several hazardous materials sites. Noise and vibration generated by the system would increase noise levels significantly in 13 neighborhoods, exceeding federal standards at 183 sensitive receptor sites. One historic property could be affected, and system structures would impair one parkland, and the Dulles Airport Historic District. Two hazardous materials generators could be affected. Public services would experience additional demand to increases in residential population and employment near stations. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.), Federal Transit Act (53 U.S.C. 5323(b), Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), National Historic Preservation Act of 1966, as amended (16 U.S.C. 470 et seq.), National 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 a draft supplemented EIS, see 02-0291D, Volume 26, Number 4 and 03-0506DS, Volume 28, Number 2.
JF  - EPA number: 040594, Final EIS--527 pages, General Plans--86 oversized pages, Appendices A-I--91 pages and maps, Volume III 1,601 pages, General Plans Line)--347 pages (Oversize), General Plans (Line)--347 pages (Oversize, December 17, 2004
PY  - 2004
KW  - Roads and Railroads
KW  - Cost Assessments
KW  - Employment
KW  - Floodplains
KW  - Hazardous Materials
KW  - Historic Districts
KW  - Historic Sites
KW  - Noise Standards Violations
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 106 Statements
KW  - Site Planning
KW  - Socioeconomic Assessments
KW  - Streams
KW  - Transportation
KW  - Transportation Surveys
KW  - Visual Resources
KW  - Wetlands
KW  - Virginia
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Federal Transit Act, Funding
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - National Historic Preservation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Transit Administration, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: December 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - COUNCIL BLUFFS INTERSTATE SYSTEM IMPROVEMENTS PROJECT, POTTAWATTAMIE COUNTY, IOWA AND DOUGLAS COUNTY, NEBRASKA (PROJECT NUMBER IM-029-3(62)54-13-78).
AN  - 36442915; 11325
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 draft 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 be implemented as a series of individual projects that fit into 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).
JF  - EPA number: 040588, 321 pages and maps, December 16, 2004
PY  - 2004
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-04-01-D
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/36442915?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=COUNCIL+BLUFFS+INTERSTATE+SYSTEM+IMPROVEMENTS+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+IMPROVEMENTS+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 - Draft. Preparation date: December 16, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - BELLEVUE BRIDGE STUDY, MILLS COUNTY, IOWA, AND SARPY COUNTIES, NEBRASKA. [Part 1 of 1]
T2  - BELLEVUE BRIDGE STUDY, MILLS COUNTY, IOWA, AND SARPY COUNTIES, NEBRASKA.
AN  - 36370343; 11322-040585_0001
AB  - PURPOSE: The upgrading 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) also does not 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 fails to accommodate the planned growth in the southern Omaha metropolitan area. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft 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).
JF  - EPA number: 040585, 476 pages, December 16, 2004
PY  - 2004
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-IOWA-EIS-2004-2-D
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/36370343?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-16&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=BELLEVUE+BRIDGE+STUDY%2C+MILLS+COUNTY%2C+IOWA%2C+AND+SARPY+COUNTIES%2C+NEBRASKA.&rft.title=BELLEVUE+BRIDGE+STUDY%2C+MILLS+COUNTY%2C+IOWA%2C+AND+SARPY+COUNTIES%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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: December 16, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - COUNCIL BLUFFS INTERSTATE SYSTEM IMPROVEMENTS 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 IMPROVEMENTS PROJECT, POTTAWATTAMIE COUNTY, IOWA AND DOUGLAS COUNTY, NEBRASKA (PROJECT NUMBER IM-029-3(62)54-13-78).
AN  - 36368584; 11325-040588_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 draft 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 be implemented as a series of individual projects that fit into 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).
JF  - EPA number: 040588, 321 pages and maps, December 16, 2004
PY  - 2004
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-LA-EIS-04-01-D
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/36368584?accountid=14244
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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 - Draft. Preparation date: December 16, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - BELLEVUE BRIDGE STUDY, MILLS COUNTY, IOWA, AND SARPY COUNTIES, NEBRASKA.
AN  - 16346912; 11322
AB  - PURPOSE: The upgrading 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) also does not 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 fails to accommodate the planned growth in the southern Omaha metropolitan area. Three alternatives, including a No-Build Alternative (Alternative 1), are considered in this draft 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).
JF  - EPA number: 040585, 476 pages, December 16, 2004
PY  - 2004
KW  - Roads and Railroads
KW  - Agency number: FHWA-IOWA-EIS-2004-2-D
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/16346912?accountid=14244
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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 - Draft. Preparation date: December 16, 2004
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - DEPARTMENT OF TRANSPORTATION, FEDERAL HIGHWAY ADMINISTRATION, OLYMPIA, WASHINGTON. [Part 1 of 1]
T2  - DEPARTMENT OF TRANSPORTATION, FEDERAL HIGHWAY ADMINISTRATION, OLYMPIA, WASHINGTON.
AN  - 36368503; 11323-040586_0001
AB  - PURPOSE: The improvement of State Route (SR) 28 (Sunset Highway) between Odabashian Bridge and downtown East Wenatchee, Douglas County, Washington is proposed. SR 28 along this stretch has long presented safety and mobility concerns. The problem will only continue to escalate as the population of Greater East Wenatchee acres is expects to grow from 24,000 to over 40,000 citizens over the next 20 years. Six alternatives, including a No-Build Alternative, are considered in this draft EIS. The preferred Alternative (Alternative 3B) would widen Sunset Highway Avenue to five three lanes and would replace the center two-way left-turn lane with a median divider. Two sections would allow U-turns. Eastmont Avenue would be extended below Fancher Heights. SR 2-97 and SR 28 would be reconstructed along new alignment between SR 2-97 and to the end of Eastmont Avenue below Fancher Heights. Cost of the preferred alternative is estimated at $151.6 million. POSITIVE IMPACTS: While resulting in the fewest environmental and social impacts, the preferred alternative would ensure the safety and reduce congestion on Sunset Highway, improving safety transporting local economic growth. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 110 residences, 10 business, and one lot. Tribal lands, including lands containing archaeological resources of tribal importance. A few access points to the Apple Capital Recreation Loop Trail, will be restricted during construction. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 040586, Summary--10 pages; Draft-566 pages and maps, December 15, 2004
PY  - 2004
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-WA-EIS-04-02-D
KW  - Archaeological Sites
KW  - Highways
KW  - Indian Reservations
KW  - Recreation Facilities
KW  - Trails
KW  - Transportation
KW  - Washington
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: December 15, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SH 28 EASTSIDE CORRIDOR PROJECT (SUNSET HIGHWAY), CITY OF EAST WENATCHEE, DOUGLAS COUNTY, WASHINGTON.
AN  - 36343472; 12548
AB  - PURPOSE: The improvement of State Route (SR) 28 (Sunset Highway) between Odabashian Bridge and downtown East Wenatchee, Douglas County, Washington is proposed. SR 28 along this stretch has long presented safety and mobility concerns. The problem will only continue to escalate as the population of Grater East Wenatchee area is expected to grow from 24,000 to more than 40,000 citizens over the next 20 years. Six alternatives, including a No-Build Alternative, are considered in this final EIS. The preferred Alternative (Alternative 3B) would widen Sunset Highway to five three lanes and would replace the center two-way left-turn lane with a median divider. Two sections would allow U-turns. Eastmont Avenue would be extended below Fancher Heights. SR 2-97 and SR 28 would be reconstructed along new alignment between SR 2-97 and to the end of Eastmont Avenue below Fancher Heights. Cost of the preferred alternative is estimated at $151.6 million. POSITIVE IMPACTS: While resulting in the fewest environmental and social impacts, the preferred alternative would ensure the safety and reduce congestion on Sunset Highway, improving safety transporting local economic growth. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 108 residences, seven business, and five lots. Tribal lands, including lands containing archaeological resources of tribal importance. A few access points to the Apple Capital Recreation Loop Trail, will be restricted during construction. 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 05-0405D, Volume 29, Number 3.
JF  - EPA number: 060495, 841 pages and maps, December 15, 2004
PY  - 2004
KW  - Roads and Railroads
KW  - Agency number: FHWA-WA-EIS-04-02-F
KW  - Archaeological Sites
KW  - Highways
KW  - Indian Reservations
KW  - Recreation Facilities
KW  - Section 4(f) Statements
KW  - Trails
KW  - Transportation
KW  - Washington
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/36343472?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-15&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SH+28+EASTSIDE+CORRIDOR+PROJECT+%28SUNSET+HIGHWAY%29%2C+CITY+OF+EAST+WENATCHEE%2C+DOUGLAS+COUNTY%2C+WASHINGTON.&rft.title=SH+28+EASTSIDE+CORRIDOR+PROJECT+%28SUNSET+HIGHWAY%29%2C+CITY+OF+EAST+WENATCHEE%2C+DOUGLAS+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 - 2007-11-01
N1  - SuppNotes - Final. Preparation date: December 15, 2004
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - DEPARTMENT OF TRANSPORTATION, FEDERAL HIGHWAY ADMINISTRATION, OLYMPIA, WASHINGTON.
AN  - 16341919; 11323
AB  - PURPOSE: The improvement of State Route (SR) 28 (Sunset Highway) between Odabashian Bridge and downtown East Wenatchee, Douglas County, Washington is proposed. SR 28 along this stretch has long presented safety and mobility concerns. The problem will only continue to escalate as the population of Greater East Wenatchee acres is expects to grow from 24,000 to over 40,000 citizens over the next 20 years. Six alternatives, including a No-Build Alternative, are considered in this draft EIS. The preferred Alternative (Alternative 3B) would widen Sunset Highway Avenue to five three lanes and would replace the center two-way left-turn lane with a median divider. Two sections would allow U-turns. Eastmont Avenue would be extended below Fancher Heights. SR 2-97 and SR 28 would be reconstructed along new alignment between SR 2-97 and to the end of Eastmont Avenue below Fancher Heights. Cost of the preferred alternative is estimated at $151.6 million. POSITIVE IMPACTS: While resulting in the fewest environmental and social impacts, the preferred alternative would ensure the safety and reduce congestion on Sunset Highway, improving safety transporting local economic growth. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 110 residences, 10 business, and one lot. Tribal lands, including lands containing archaeological resources of tribal importance. A few access points to the Apple Capital Recreation Loop Trail, will be restricted during construction. LEGAL MANDATES: Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 040586, Summary--10 pages; Draft-566 pages and maps, December 15, 2004
PY  - 2004
KW  - Roads and Railroads
KW  - Agency number: FHWA-WA-EIS-04-02-D
KW  - Archaeological Sites
KW  - Highways
KW  - Indian Reservations
KW  - Recreation Facilities
KW  - Trails
KW  - Transportation
KW  - Washington
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: December 15, 2004
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 8 of 18]
T2  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE.
AN  - 36370758; 11298-040559_0008
AB  - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 040559, 227 pages and maps, December 13, 2004
PY  - 2004
VL  - 8
KW  - Roads and Railroads
KW  - Agency number: FHWA-TN-EIS-04-01-D
KW  - Air Quality
KW  - Farmlands
KW  - Highways
KW  - Noise Standards Violations
KW  - Open Space
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Tennessee
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Tennessee Valley Authority Act of 1933, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370758?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: December 13, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 4 of 18]
T2  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE.
AN  - 36370718; 11298-040559_0004
AB  - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 040559, 227 pages and maps, December 13, 2004
PY  - 2004
VL  - 4
KW  - Roads and Railroads
KW  - Agency number: FHWA-TN-EIS-04-01-D
KW  - Air Quality
KW  - Farmlands
KW  - Highways
KW  - Noise Standards Violations
KW  - Open Space
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Tennessee
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Tennessee Valley Authority Act of 1933, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370718?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: December 13, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 11 of 18]
T2  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE.
AN  - 36370378; 11298-040559_0011
AB  - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 040559, 227 pages and maps, December 13, 2004
PY  - 2004
VL  - 11
KW  - Roads and Railroads
KW  - Agency number: FHWA-TN-EIS-04-01-D
KW  - Air Quality
KW  - Farmlands
KW  - Highways
KW  - Noise Standards Violations
KW  - Open Space
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Tennessee
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Tennessee Valley Authority Act of 1933, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370378?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: December 13, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 9 of 18]
T2  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE.
AN  - 36370330; 11298-040559_0009
AB  - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 040559, 227 pages and maps, December 13, 2004
PY  - 2004
VL  - 9
KW  - Roads and Railroads
KW  - Agency number: FHWA-TN-EIS-04-01-D
KW  - Air Quality
KW  - Farmlands
KW  - Highways
KW  - Noise Standards Violations
KW  - Open Space
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Tennessee
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Tennessee Valley Authority Act of 1933, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370330?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: December 13, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 13 of 18]
T2  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE.
AN  - 36370200; 11298-040559_0013
AB  - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 040559, 227 pages and maps, December 13, 2004
PY  - 2004
VL  - 13
KW  - Roads and Railroads
KW  - Agency number: FHWA-TN-EIS-04-01-D
KW  - Air Quality
KW  - Farmlands
KW  - Highways
KW  - Noise Standards Violations
KW  - Open Space
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Tennessee
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Tennessee Valley Authority Act of 1933, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36370200?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: December 13, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 16 of 18]
T2  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE.
AN  - 36369969; 11298-040559_0016
AB  - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 040559, 227 pages and maps, December 13, 2004
PY  - 2004
VL  - 16
KW  - Roads and Railroads
KW  - Agency number: FHWA-TN-EIS-04-01-D
KW  - Air Quality
KW  - Farmlands
KW  - Highways
KW  - Noise Standards Violations
KW  - Open Space
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Tennessee
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Tennessee Valley Authority Act of 1933, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369969?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: December 13, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 5 of 18]
T2  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE.
AN  - 36369239; 11298-040559_0005
AB  - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 040559, 227 pages and maps, December 13, 2004
PY  - 2004
VL  - 5
KW  - Roads and Railroads
KW  - Agency number: FHWA-TN-EIS-04-01-D
KW  - Air Quality
KW  - Farmlands
KW  - Highways
KW  - Noise Standards Violations
KW  - Open Space
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Tennessee
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Tennessee Valley Authority Act of 1933, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369239?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: December 13, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 12 of 18]
T2  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE.
AN  - 36369201; 11298-040559_0012
AB  - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 040559, 227 pages and maps, December 13, 2004
PY  - 2004
VL  - 12
KW  - Roads and Railroads
KW  - Agency number: FHWA-TN-EIS-04-01-D
KW  - Air Quality
KW  - Farmlands
KW  - Highways
KW  - Noise Standards Violations
KW  - Open Space
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Tennessee
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Tennessee Valley Authority Act of 1933, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369201?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: December 13, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 14 of 18]
T2  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE.
AN  - 36369126; 11298-040559_0014
AB  - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 040559, 227 pages and maps, December 13, 2004
PY  - 2004
VL  - 14
KW  - Roads and Railroads
KW  - Agency number: FHWA-TN-EIS-04-01-D
KW  - Air Quality
KW  - Farmlands
KW  - Highways
KW  - Noise Standards Violations
KW  - Open Space
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Tennessee
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Tennessee Valley Authority Act of 1933, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369126?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: December 13, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 7 of 18]
T2  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE.
AN  - 36369070; 11298-040559_0007
AB  - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 040559, 227 pages and maps, December 13, 2004
PY  - 2004
VL  - 7
KW  - Roads and Railroads
KW  - Agency number: FHWA-TN-EIS-04-01-D
KW  - Air Quality
KW  - Farmlands
KW  - Highways
KW  - Noise Standards Violations
KW  - Open Space
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Tennessee
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Tennessee Valley Authority Act of 1933, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369070?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: December 13, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 18 of 18]
T2  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE.
AN  - 36368166; 11298-040559_0018
AB  - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 040559, 227 pages and maps, December 13, 2004
PY  - 2004
VL  - 18
KW  - Roads and Railroads
KW  - Agency number: FHWA-TN-EIS-04-01-D
KW  - Air Quality
KW  - Farmlands
KW  - Highways
KW  - Noise Standards Violations
KW  - Open Space
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Tennessee
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Tennessee Valley Authority Act of 1933, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368166?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: December 13, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 6 of 18]
T2  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE.
AN  - 36367863; 11298-040559_0006
AB  - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 040559, 227 pages and maps, December 13, 2004
PY  - 2004
VL  - 6
KW  - Roads and Railroads
KW  - Agency number: FHWA-TN-EIS-04-01-D
KW  - Air Quality
KW  - Farmlands
KW  - Highways
KW  - Noise Standards Violations
KW  - Open Space
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Tennessee
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Tennessee Valley Authority Act of 1933, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367863?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: December 13, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 10 of 18]
T2  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE.
AN  - 36367655; 11298-040559_0010
AB  - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 040559, 227 pages and maps, December 13, 2004
PY  - 2004
VL  - 10
KW  - Roads and Railroads
KW  - Agency number: FHWA-TN-EIS-04-01-D
KW  - Air Quality
KW  - Farmlands
KW  - Highways
KW  - Noise Standards Violations
KW  - Open Space
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Tennessee
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Tennessee Valley Authority Act of 1933, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367655?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: December 13, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 17 of 18]
T2  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE.
AN  - 36367192; 11298-040559_0017
AB  - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 040559, 227 pages and maps, December 13, 2004
PY  - 2004
VL  - 17
KW  - Roads and Railroads
KW  - Agency number: FHWA-TN-EIS-04-01-D
KW  - Air Quality
KW  - Farmlands
KW  - Highways
KW  - Noise Standards Violations
KW  - Open Space
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Tennessee
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Tennessee Valley Authority Act of 1933, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367192?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: December 13, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 3 of 18]
T2  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE.
AN  - 36366139; 11298-040559_0003
AB  - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 040559, 227 pages and maps, December 13, 2004
PY  - 2004
VL  - 3
KW  - Roads and Railroads
KW  - Agency number: FHWA-TN-EIS-04-01-D
KW  - Air Quality
KW  - Farmlands
KW  - Highways
KW  - Noise Standards Violations
KW  - Open Space
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Tennessee
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Tennessee Valley Authority Act of 1933, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366139?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: December 13, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 2 of 18]
T2  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE.
AN  - 36366077; 11298-040559_0002
AB  - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 040559, 227 pages and maps, December 13, 2004
PY  - 2004
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-TN-EIS-04-01-D
KW  - Air Quality
KW  - Farmlands
KW  - Highways
KW  - Noise Standards Violations
KW  - Open Space
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Tennessee
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Tennessee Valley Authority Act of 1933, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366077?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: December 13, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 15 of 18]
T2  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE.
AN  - 36365330; 11298-040559_0015
AB  - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 040559, 227 pages and maps, December 13, 2004
PY  - 2004
VL  - 15
KW  - Roads and Railroads
KW  - Agency number: FHWA-TN-EIS-04-01-D
KW  - Air Quality
KW  - Farmlands
KW  - Highways
KW  - Noise Standards Violations
KW  - Open Space
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Tennessee
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Tennessee Valley Authority Act of 1933, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36365330?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-12-13&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.title=STATE+HIGHWAY+397+%28MACK+HATCHER+PARKWAY+EXTENSION%29%2C+FROM+US+31+%28STATE+ROUTE+6%2C+COLUMBIA+AVENUE%29%2C+SOUTH+OF+FRANKLIN+TO+US+431+%28STATE+ROUTE+106%2C+HILLSBORO+ROAD%29%2C+NORTH+OF+FRANKLIN%2C+WILLIAMSON+COUNTY%2C+TENNESSEE.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: December 13, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE. [Part 1 of 18]
T2  - STATE HIGHWAY 397 (MACK HATCHER PARKWAY EXTENSION), FROM US 31 (STATE ROUTE 6, COLUMBIA AVENUE), SOUTH OF FRANKLIN TO US 431 (STATE ROUTE 106, HILLSBORO ROAD), NORTH OF FRANKLIN, WILLIAMSON COUNTY, TENNESSEE.
AN  - 36363870; 11298-040559_0001
AB  - PURPOSE: The completion of State Route (SR) 397 (Mack Hatcher Parkway) around the city of Franklin in Williamson County, Tennessee is proposed. The eight to ten-mile project would extend from US 31 (State Route 6, Columbia Avenue) south of Franklin to US 431 (State Route 106, Hillsboro Road) north of Franklin in Williamson County, Tennessee. Facility would be a four-lane, divided, limited-access facility within rights-of-way 250 feet in width, with narrowing to 104 feet in selected locations, on a new alignment. The typical cross-section would be developed to accommodate six lanes in the future. The first build section would lie within the restricted 104-foot rights-of-way, providing five lanes, with a 12-foot center turn lane, and an urban section with shoulders and standard 2.5-foot curb-and-gutter sections. Combined with the existing parkway, this extension would create a complete loop around the city of Franklin and provide needed connectivity throughout the region. The design speed would be 60 miles per hour. The existing Mack Hatcher is currently classified as an urban principle arterial. Six build alternatives and a No-Build Alternative are considered in this draft EIS. POSITIVE IMPACTS: regardless of the build alternative selected, the project would improve local circulation, reduce traffic congestion in downtown Franklin, improve access to Interstate 65 and other regional destinations, reduce travel times, lower vehicular operating costs, and improve air quality. The Tennessee Valley Authority wishes to locate a new powerline and substation within the study area and hopes to locate the line adjacent to the transportation corridor in an effort to reduce environmental impacts in the area. NEGATIVE IMPACTS: Depending on the alternative selected, the new facility would require relocation of a limited number of residential and commercial properties and conversion of open, rural land to public use. More specifically, the project would displace one or two businesses and up to 19 residential properties {4-14} and 210 to 280 acres of farmland. {4-2} the highway would affect the Harpeth River Historic District. Sensitive receptor sites would experience noise levels in excess of federal standards in some areas along the corridor. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Tennessee Valley Authority Act of 1933 (16 U.S.C. 831 et seq.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601).
JF  - EPA number: 040559, 227 pages and maps, December 13, 2004
PY  - 2004
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-TN-EIS-04-01-D
KW  - Air Quality
KW  - Farmlands
KW  - Highways
KW  - Noise Standards Violations
KW  - Open Space
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Tennessee
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Tennessee Valley Authority Act of 1933, Compliance
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36363870?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Nashville, Tennessee; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: December 13, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SOUTH CORRIDOR, I-205/PORTLAND MALL LIGHT RAIL TRANSIT PROJECT, CLACKAMAS AND MULTNOMAH COUNTIES, OREGON. [Part 1 of 1]
T2  - SOUTH CORRIDOR, I-205/PORTLAND MALL LIGHT RAIL TRANSIT PROJECT, CLACKAMAS AND MULTNOMAH COUNTIES, OREGON.
AN  - 36369464; 11316-040578_0001
AB  - PURPOSE: The implementation of transit improvements in the north-south corridor of the metropolitan area of Portland, Oregon is proposed. An October 2003 final supplement to the final EIS of 1998 to the February 1998 final EIS addressed on the proposed improvements in the north/south transportation corridor of Clackmas and Multnomah counties, Oregon and Clark County which includes the cities of Oregon City, Gladstone, and Milwaukee; the Clackamas Regional Center (CRC) area of unincorporated Clackamas County; a section of southeast Portland; Portland's central city; a section north/northeast of Portland; the city of Vancouver; and other parts of Clark County, Washington. Since 1980, the number of jobs and households along the corridor has been increasing at the rate of two to three percent annually. By the year 2015, the final EIS projected that increases in travel miles will result in a 268 percent increase in the miles of congested roadways in the corridor and a 720 percent increase in the number of hours that drivers must sit in congested traffic. The final supplemental EIS addressed improvements in the portion of the north/south corridor including Multnomah, Clackamas, and Washington counties in Oregon and Clark County in Washington. Alternatives considered in the final supplement include a No-Build Alternative and light rail alternatives within the downtown Portland segment. Action alternatives involve construction of a light rail transit line, complemented by bus-oriented capital improvements. The light rail improvements would be made in the downtown Portland and Interstate 205 (I-205) segments of the South Corridor. While the Green Line would operate through all three segments of the corridor, there would be no capital improvements to the I-84 segment, where the Green Line would use the light rail alignment and stations. In addition to the Green Line, the Yellow Line would operate on the Portland Mall alignment, instead of on the Cross Mall alignment. Within the downtown Portland segment, the Portland Mall alignment would branch off from the existing Cross Mall light rail alignment at the west end of the Steel Bridge, transitioning to a new structure that would lead to Northwest Irving Street. The alignment would return to grade at Northwest Fourth Avenue and would then turn onto Northwest Fifty and Sixth avenues. This final EIS on the Mall Light Rail Project proposes an I-205/Portland Mall Project extension of the Light Rail Transit (LRT) projects, including improvements to the existing transportation system in the Portland metropolitan area. The locally preferred strategy for the North-South Corridor Project as been amended to include a two-phase project for the South Corridor. Phase 1 would include the I-205/Portland Mall LRT Project. Phase 2 would include the Portland to Milwaukee Project; a separate final EIS will be prepared for Phase 2. The I-205/<a, Project extension of the LRT system would add 6.5 miles of double-tracked light rail alignment connecting the Gateway Regional Center and the CLackamas Regional Center along I-205, and a second light rail alignment in downtown Portland along Fifth and Sixth avenues, extending approximately 1.8 miles on the transit mall. The I-205 segment would feature eight new light rail stations, with associated park-and-ride lots. The Portland Mall Segment would feature seven pairs of station platforms, southbound on Fifth Avenue and northbound on Sixth venue. Various mode and alignment alternatives have been considered in a supplemental draft EIS, and the Downtown Amendment to the supplemental draft EIS, along with a No-Build Alternative. This analysis is based on a consideration of potential direct, indirect, and cumulative impacts with respect to transit service, ridership, accessibility, regional and local roadways, freight movements, land use, economics, neighborhoods, visual and aesthetic resources, ecosystems, hazardous materials, parklands, historic and cultural resources, and public services. Final approval will require, in part, a commitment of $24.0 million from the city of Portland. Full capital funding for the project is estimated at $532.24 million. Capital costs for first operating year are estimated at $439.7 million, while operating year costs thereafter (2010 to 2025) are estimated at $38.5 million. POSITIVE IMPACTS: The project would provide high-quality transit service along a major metropolitan transportation corridor, accommodate future population and economic growth patterns in the area, reduce traffic congestion and traffic infiltration through neighborhoods, and improve regional air quality. Construction activities would provide numerous short-term jobs, and system operation would produce a number of long-term jobs. NEGATIVE IMPACTS: The rights-of-way requirements would displace 33 residential units, three business, one public facility, 0.01 acre of wetlands, and 0.11 acre of parkland. System-related noise would exceed federal standards at 33 sensitive receptor locations. A variety of new visual elements related to the transit system would be introduced into the cityscape. 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 and the draft supplement, see 98-0057D, Volume 22, Number 1 and 02-0516DS, Volume 27, Number 2, respectively. For the abstract of the final supplement, see 03-0446FS, Volume 28, Number 2.
JF  - EPA number: 040578, 476 pages, December 10, 2004
PY  - 2004
VL  - 1
KW  - Roads and Railroads
KW  - Air Quality
KW  - Central Business Districts
KW  - Employment
KW  - Noise Standards Violations
KW  - Parking
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Socioeconomic Assessments
KW  - Transportation
KW  - Visual Resources
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Oregon
KW  - Washington
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  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36369464?accountid=14244
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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 - Final. Preparation date: December 10, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SOUTH CORRIDOR, I-205/PORTLAND MALL LIGHT RAIL TRANSIT PROJECT, CLACKAMAS AND MULTNOMAH COUNTIES, OREGON.
AN  - 16355843; 11316
AB  - PURPOSE: The implementation of transit improvements in the north-south corridor of the metropolitan area of Portland, Oregon is proposed. An October 2003 final supplement to the final EIS of 1998 to the February 1998 final EIS addressed on the proposed improvements in the north/south transportation corridor of Clackmas and Multnomah counties, Oregon and Clark County which includes the cities of Oregon City, Gladstone, and Milwaukee; the Clackamas Regional Center (CRC) area of unincorporated Clackamas County; a section of southeast Portland; Portland's central city; a section north/northeast of Portland; the city of Vancouver; and other parts of Clark County, Washington. Since 1980, the number of jobs and households along the corridor has been increasing at the rate of two to three percent annually. By the year 2015, the final EIS projected that increases in travel miles will result in a 268 percent increase in the miles of congested roadways in the corridor and a 720 percent increase in the number of hours that drivers must sit in congested traffic. The final supplemental EIS addressed improvements in the portion of the north/south corridor including Multnomah, Clackamas, and Washington counties in Oregon and Clark County in Washington. Alternatives considered in the final supplement include a No-Build Alternative and light rail alternatives within the downtown Portland segment. Action alternatives involve construction of a light rail transit line, complemented by bus-oriented capital improvements. The light rail improvements would be made in the downtown Portland and Interstate 205 (I-205) segments of the South Corridor. While the Green Line would operate through all three segments of the corridor, there would be no capital improvements to the I-84 segment, where the Green Line would use the light rail alignment and stations. In addition to the Green Line, the Yellow Line would operate on the Portland Mall alignment, instead of on the Cross Mall alignment. Within the downtown Portland segment, the Portland Mall alignment would branch off from the existing Cross Mall light rail alignment at the west end of the Steel Bridge, transitioning to a new structure that would lead to Northwest Irving Street. The alignment would return to grade at Northwest Fourth Avenue and would then turn onto Northwest Fifty and Sixth avenues. This final EIS on the Mall Light Rail Project proposes an I-205/Portland Mall Project extension of the Light Rail Transit (LRT) projects, including improvements to the existing transportation system in the Portland metropolitan area. The locally preferred strategy for the North-South Corridor Project as been amended to include a two-phase project for the South Corridor. Phase 1 would include the I-205/Portland Mall LRT Project. Phase 2 would include the Portland to Milwaukee Project; a separate final EIS will be prepared for Phase 2. The I-205/<a, Project extension of the LRT system would add 6.5 miles of double-tracked light rail alignment connecting the Gateway Regional Center and the CLackamas Regional Center along I-205, and a second light rail alignment in downtown Portland along Fifth and Sixth avenues, extending approximately 1.8 miles on the transit mall. The I-205 segment would feature eight new light rail stations, with associated park-and-ride lots. The Portland Mall Segment would feature seven pairs of station platforms, southbound on Fifth Avenue and northbound on Sixth venue. Various mode and alignment alternatives have been considered in a supplemental draft EIS, and the Downtown Amendment to the supplemental draft EIS, along with a No-Build Alternative. This analysis is based on a consideration of potential direct, indirect, and cumulative impacts with respect to transit service, ridership, accessibility, regional and local roadways, freight movements, land use, economics, neighborhoods, visual and aesthetic resources, ecosystems, hazardous materials, parklands, historic and cultural resources, and public services. Final approval will require, in part, a commitment of $24.0 million from the city of Portland. Full capital funding for the project is estimated at $532.24 million. Capital costs for first operating year are estimated at $439.7 million, while operating year costs thereafter (2010 to 2025) are estimated at $38.5 million. POSITIVE IMPACTS: The project would provide high-quality transit service along a major metropolitan transportation corridor, accommodate future population and economic growth patterns in the area, reduce traffic congestion and traffic infiltration through neighborhoods, and improve regional air quality. Construction activities would provide numerous short-term jobs, and system operation would produce a number of long-term jobs. NEGATIVE IMPACTS: The rights-of-way requirements would displace 33 residential units, three business, one public facility, 0.01 acre of wetlands, and 0.11 acre of parkland. System-related noise would exceed federal standards at 33 sensitive receptor locations. A variety of new visual elements related to the transit system would be introduced into the cityscape. 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 and the draft supplement, see 98-0057D, Volume 22, Number 1 and 02-0516DS, Volume 27, Number 2, respectively. For the abstract of the final supplement, see 03-0446FS, Volume 28, Number 2.
JF  - EPA number: 040578, 476 pages, December 10, 2004
PY  - 2004
KW  - Roads and Railroads
KW  - Air Quality
KW  - Central Business Districts
KW  - Employment
KW  - Noise Standards Violations
KW  - Parking
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Socioeconomic Assessments
KW  - Transportation
KW  - Visual Resources
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Oregon
KW  - Washington
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  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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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 - Final. Preparation date: December 10, 2004
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - UNITED STATES HIGHWAY 10, TRESTIK ROAD - CTH K (STEVENS POINT BYPASS), PORTAGE COUNTY, WISCONSIN.
AN  - 36440630; 11311
AB  - PURPOSE: The expansion of U.S. 10 26 miles of US 10, in Portage County, Wisconsin is proposed. The study corridor begins at the intersection of U.S. 10 and Trestik Road, 2.5 miles west of the village of Junction City, and continues southeastward approximately 26 miles through the vicinity of the city of Stevens Point, ending at the intersection with County Truck Highway (CTH) K, 7.5 miles east of Stevens Point. U.S. 10 is a major east-west highway serving local, regional, and interregional traffic. Major users include commuters, recreationists, and commercial truckers. The facility has been identified as a "backbone and connector" highway in the state transportation plan. Presently, the highway does not meet design standards for the type and volume of traffic it carries. Traffic is projected to increase, a situation that will result in congestion and delays if no improvements were made. The highway also suffers from a large number of direct access points from businesses and homes and intersection requiring improvements or expansion. This final EIS considers 11 alternatives for the eastern segment and one alternative for the western segment, as well as a No-Build Alternative for each segment, are considered in this final EIS. All 11 eastern segment (Interstate 39 (I-39)/U.S. 51 to CTH K) action alternatives and one western segment (Trestik Road to I-39) alternatives, has a general No-Build Alternative, have been retained for further study. A western segment preferred alternative has been identified. The design and construction of the new facility would be completed in stages due to personnel, construction, and budget limitations. Typically, a manageable reconstruction project extends between five and 10 miles, with a cost of less than $10 million. Total costs for the eastern and western segment, alternatives are estimated at $79.0 million and, depending on the alternative considered, $38.8 million and $107.9 million, respectively. POSITIVE IMPACTS: The project would improve highway capacity, travel efficiency, and safety on a major east-west route providing access for residential, recreational, commercial, and commuter users. NEGATIVE IMPACTS: Rights-of-way development for the western segment would result in the acquisition of 736.8 acres of land, affecting 123.1 acres of wetlands, 123.1 acres of woodland, and 368.2 acres of farmland. Western segment developments would also displace one farm/residence and two businesses. The western segment would traverse two streams. Rights-of-way development for the eastern segment would result in the acquisition of 527.3 to 1,346.8 acres of land, affecting 6.5 to 142.3 acres of wetlands, 61.1 to 277.2 acres of woodland, and 251.9 to 766.4 acres of farmland. Rights-of-way development for the eastern segment would result in the acquisition of 527.3 to 1,346.8 acres of land, affecting 23.3 to 142.3 acres of wetlands, 61.1 to 286.5 acres of woodland, and 251.9 to 766.4 acres of farmland. Eastern segment developments would also displace three to 27 farm/residences and up to 17 businesses. One historic site and two archaeological could 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 (16 U.S.C. 470 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Water Conservation Act of 1965 (P.L. 88-578) PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0196D, Volume 26, Number 3.
JF  - EPA number: 040572, 281 pages and maps, December 8, 2004
PY  - 2004
KW  - Roads and Railroads
KW  - Agency number: FHWA-WI-EIS-02-01-F
KW  - Archaeological Sites
KW  - Bridges
KW  - Farmlands
KW  - Forests
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Relocations-Property Acquisitions
KW  - Noise Assessments
KW  - Safety
KW  - Traffic Analyses
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  - National Historic Preservation Act of 1966, Compliance
KW  - Land and Water Conservation Act of 1965, Funding
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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: December 8, 2004
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - UNITED STATES HIGHWAY 10, TRESTIK ROAD - CTH K (STEVENS POINT BYPASS), PORTAGE COUNTY, WISCONSIN. [Part 1 of 1]
T2  - UNITED STATES HIGHWAY 10, TRESTIK ROAD - CTH K (STEVENS POINT BYPASS), PORTAGE COUNTY, WISCONSIN.
AN  - 36367708; 11311-040572_0001
AB  - PURPOSE: The expansion of U.S. 10 26 miles of US 10, in Portage County, Wisconsin is proposed. The study corridor begins at the intersection of U.S. 10 and Trestik Road, 2.5 miles west of the village of Junction City, and continues southeastward approximately 26 miles through the vicinity of the city of Stevens Point, ending at the intersection with County Truck Highway (CTH) K, 7.5 miles east of Stevens Point. U.S. 10 is a major east-west highway serving local, regional, and interregional traffic. Major users include commuters, recreationists, and commercial truckers. The facility has been identified as a "backbone and connector" highway in the state transportation plan. Presently, the highway does not meet design standards for the type and volume of traffic it carries. Traffic is projected to increase, a situation that will result in congestion and delays if no improvements were made. The highway also suffers from a large number of direct access points from businesses and homes and intersection requiring improvements or expansion. This final EIS considers 11 alternatives for the eastern segment and one alternative for the western segment, as well as a No-Build Alternative for each segment, are considered in this final EIS. All 11 eastern segment (Interstate 39 (I-39)/U.S. 51 to CTH K) action alternatives and one western segment (Trestik Road to I-39) alternatives, has a general No-Build Alternative, have been retained for further study. A western segment preferred alternative has been identified. The design and construction of the new facility would be completed in stages due to personnel, construction, and budget limitations. Typically, a manageable reconstruction project extends between five and 10 miles, with a cost of less than $10 million. Total costs for the eastern and western segment, alternatives are estimated at $79.0 million and, depending on the alternative considered, $38.8 million and $107.9 million, respectively. POSITIVE IMPACTS: The project would improve highway capacity, travel efficiency, and safety on a major east-west route providing access for residential, recreational, commercial, and commuter users. NEGATIVE IMPACTS: Rights-of-way development for the western segment would result in the acquisition of 736.8 acres of land, affecting 123.1 acres of wetlands, 123.1 acres of woodland, and 368.2 acres of farmland. Western segment developments would also displace one farm/residence and two businesses. The western segment would traverse two streams. Rights-of-way development for the eastern segment would result in the acquisition of 527.3 to 1,346.8 acres of land, affecting 6.5 to 142.3 acres of wetlands, 61.1 to 277.2 acres of woodland, and 251.9 to 766.4 acres of farmland. Rights-of-way development for the eastern segment would result in the acquisition of 527.3 to 1,346.8 acres of land, affecting 23.3 to 142.3 acres of wetlands, 61.1 to 286.5 acres of woodland, and 251.9 to 766.4 acres of farmland. Eastern segment developments would also displace three to 27 farm/residences and up to 17 businesses. One historic site and two archaeological could 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 (16 U.S.C. 470 et seq.), Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601), and Water Conservation Act of 1965 (P.L. 88-578) PRIOR REFERENCES: For the abstract of the draft EIS, see 02-0196D, Volume 26, Number 3.
JF  - EPA number: 040572, 281 pages and maps, December 8, 2004
PY  - 2004
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-WI-EIS-02-01-F
KW  - Archaeological Sites
KW  - Bridges
KW  - Farmlands
KW  - Forests
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Relocations-Property Acquisitions
KW  - Noise Assessments
KW  - Safety
KW  - Traffic Analyses
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  - National Historic Preservation Act of 1966, Compliance
KW  - Land and Water Conservation Act of 1965, Funding
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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: December 8, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - JOUR
T1  - Heavy metals in roadside soils
AN  - 51132293; 2005-053749
AB  - Strong correlations were found between traffic volume and heavy metals in the roadside soil, reflecting the vehicles as sources of Fe, Zn, Pb, and Cd and partly of Cr, Ni, and Co. In winter when de-icing salt is used an increased concentration of heavy metals, especially of Fe and Zn, in soil was observed. Zinc can be used as an indicator element to demonstrate the effect of traffic pollution in spring. In summer the mobility of Zn compounds rises due to better aeration and the lowering of the pH of soil.
JF  - Proceedings of the Estonian Academy of Sciences. Chemistry = Eesti Teaduste Akadeemia Toimetised. Keemia
AU  - Haal, Maire-Liis
AU  - Hodrejarv, Helvi
AU  - Rouk, Harri
Y1  - 2004/12//
PY  - 2004
DA  - December 2004
SP  - 182
EP  - 200
PB  - Estonian Academy Publishers, Tallinn
VL  - 53
IS  - 4
SN  - 1406-0124, 1406-0124
KW  - halides
KW  - zinc
KW  - Estonia
KW  - cobalt
KW  - erosion
KW  - lead
KW  - Europe
KW  - iron
KW  - urban environment
KW  - soil sampling
KW  - sedimentary rocks
KW  - sampling
KW  - chlorides
KW  - cadmium
KW  - Baltic region
KW  - pH
KW  - heavy metals
KW  - chromium
KW  - soils
KW  - concentration
KW  - chemically precipitated rocks
KW  - pollution
KW  - correlation
KW  - evaporites
KW  - metals
KW  - nickel
KW  - seasonal variations
KW  - roads
KW  - salt
KW  - 22:Environmental geology
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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+Estonian+Academy+of+Sciences.+Chemistry+%3D+Eesti+Teaduste+Akadeemia+Toimetised.+Keemia&rft.atitle=Heavy+metals+in+roadside+soils&rft.au=Haal%2C+Maire-Liis%3BHodrejarv%2C+Helvi%3BRouk%2C+Harri&rft.aulast=Haal&rft.aufirst=Maire-Liis&rft.date=2004-12-01&rft.volume=53&rft.issue=4&rft.spage=182&rft.isbn=&rft.btitle=&rft.title=Proceedings+of+the+Estonian+Academy+of+Sciences.+Chemistry+%3D+Eesti+Teaduste+Akadeemia+Toimetised.+Keemia&rft.issn=14060124&rft_id=info:doi/
L2  - http://www.kriso.ee/cgi-bin/shop/process.html?mv_nextpage=eestiseeria&mv_todo=return&subject=Chemistry
LA  - English
DB  - GeoRef
N1  - Copyright - GeoRef, Copyright 2012, American Geosciences Institute.
N1  - Date revised - 2005-01-01
N1  - Number of references - 26
N1  - Document feature - illus. incl. 8 tables
N1  - Last updated - 2012-06-07
N1  - CODEN - EKEGAI
N1  - SubjectsTermNotLitGenreText - Baltic region; cadmium; chemically precipitated rocks; chlorides; chromium; cobalt; concentration; correlation; erosion; Estonia; Europe; evaporites; halides; heavy metals; iron; lead; metals; nickel; pH; pollution; roads; salt; sampling; seasonal variations; sedimentary rocks; soil sampling; soils; urban environment; zinc
ER  - 



TY  - RPRT
T1  - Evaluation of Fuel Tank Flammability and the FAA Inerting System on the NASA 747 SCA
AN  - 20169908; 9358881
AB  - Extensive development and analysis has illustrated that fuel tank inerting could, potentially, be cost-effective if air separation modules, based on hollow-fiber membrane technology, could be packaged and used in an efficient way. To illustrate this, the Federal Aviation Administration (FAA) has developed a prototype onboard inert gas generation system that uses aircraft bleed air to generate nitrogen-enriched air (NEA) at varying flows and purities during a commercial airplane flight cycle. A series of ground and flight tests were performed, in conjunction with National Aeronautics and Space Administration (NASA) aircraft operations personnel, designed to evaluate the FAA inerting system used in conjunction with a compartmentalized center wing tank (CWT). Additionally, the flammability of both the CWT and one inboard wing fuel tank was measured. The system was mounted on a Boeing 747, operated by NASA, and used to inert the aircraft CWT during testing. The inerting system, CWT, and the number 2 main wing tanks were instrumented to analyze the system performance, fuel tank inerting, and flammability. The results of the testing indicated that the FAA prototype inerting system operated as expected. Using a variable-flow methodology allowed a greater amount of NEA to be generated on descent when compared to the simple dual-flow methodology, but it had no measurable effect on the resulting average ullage oxygen concentration after each test, while improving inert gas distribution by decreasing the worst bay oxygen concentration when three similar tests were compared. The highest average ullage oxygen concentration observed on any flight test correlates directly with the worst bay oxygen concentration, illustrating the importance of maintaining a low average ullage oxygen concentration in good inert gas distribution. Oxygen diffusion between the bays of the tank was relatively rapid, and overnight dispersion of the ullage oxygen concentration was measured to be very small. Flammability measurements showed trends very similar to what was expected based on both experimental and computer model data. The equilibrium data agreed favorably with data from both the Fuel Air Ratio Calculator and the Condensation Model, while transient data trends matched closely with the Condensation Model with some discrepancies in total hydrocarbon concentration magnitude at altitude.
JF  - Evaluation of Fuel Tank Flammability and the FAA Inerting System on the NASA 747 SCA. 88 pp. Dec 2004.
AU  - Burns, M
AU  - Cavage, WM
AU  - Morrison, R
AU  - Summer, S
Y1  - 2004/12//
PY  - 2004
DA  - Dec 2004
SP  - 88
PB  - Federal Aviation Administration, [URL:http://www.fire.tc.faa.gov]
KW  - Health & Safety Science Abstracts
KW  - DOT/FAA/AR-04/41
KW  - Fuels
KW  - prototypes
KW  - altitude
KW  - computer models
KW  - Storage tanks
KW  - Aircraft
KW  - Economics
KW  - Diffusion
KW  - Membranes
KW  - Oxygen
KW  - Flammability
KW  - Technology
KW  - H 7000:Fire Safety
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/20169908?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Date revised - 2009-06-01
N1  - Last updated - 2011-12-14
ER  - 



TY  - RPRT
T1  - GULF LANDING LLC DEEPWATER PORT LICENSE APPLICATION, OFFSHORE LOUISIANA.
AN  - 36437027; 11291
AB  - PURPOSE: The issuance of a license to Gulf Landing LLC for the construction of a deepwater port and associated anchorages in the Gulf of Mexico offshore of Louisiana is proposed. The port and anchorages would be located 38 miles south of Cameron in WC-213 where water depths reach approximately 55 feet. The site is adjacent to an existing shipping fairway servicing the Calcasieu River and area ports. The port would consist primarily of a terminal to receive, store, and regasify liquefied natural gas (LNG) and five offshore pipelines, ranging from 16 to 36 inches in diameter, to transport the gas from the terminal to the existing offshore gas-gathering system. The terminal would consist of two gravity-based structures that would provide the base for LNG storage, process equipment, and ancillary facilities. The facility would be 1,100 feet long and 248 feet wide and rise 114 feet above the surface of the Gulf. The terminal would have an operational net storage capacity of 6.4 million cubic feet of LNG, which is equivalent to 3.8 billion cubic feet of natural gas. The facility would vaporize and deliver up to 1.2 billion cubic feet per day, with an annual daily average of 1.0 billion cubic feet. The facility would use open-rack vaporizer (ORV) technology for LNG regasification. If approved, it is estimated that construction and installation of the port would be completed by late 2008 and operations would begin in 2009. The port would be designed for a 30-year service life, after which it would be decommissioned. In addition to the applicant's proposal, this final EIS considers a No Action Alternative and one alternative location for port siting. The alternative locations is WC-183, which is slightly closer to shore than WC-213 and which would provide 54 feet of water depth. POSITIVE IMPACTS: The port would help the country to meet the growing national energy demand by importing clean-burning natural gas into the Gulf Coast via the existing natural gas transmission infrastructure in the Gulf and southern Louisiana. Intrinsic to the general purpose of the port is the use of worldwide sources of natural gas to diversify sources of natural gas input into the existing pipeline infrastructure in the United States. The port would enable regasified LNG to be delivered into the existing pipeline infrastructure in the Gulf and connect with existing offshore third-party pipelines. The gas would then be redelivered by shippers to the national gas pipeline grid through connections with other manor interstate and intrastate pipelines. The facility would create an artificial reef, increasing fishery resources in the Gulf. NEGATIVE IMPACTS: Pipeline installation would result in bottom disturbance and suspension of sediments into the water column in marine and coastal areas. Use of ORV technology would result in the discharge of water into the area around the terminal, decreasing water temperature, increasing turbidity, and increasing dissolved oxygen content. Establishment of a 1,500-foot safety zone around the terminal would restrict the use of the area by commercial fishery users. Placement of the LNG facility in a shipping lane and the ships traveling to and from the facility would impinge somewhat on shipping traffic in this area of the Gulf. The facility would emit low levels of criteria pollutants and noise. LEGAL MANDATES: Deepwater Port Act of 1974. PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0111D, Volume 29, Number 1.
JF  - EPA number: 040552, 482 pages, November 26, 2004
PY  - 2004
KW  - Research and Development
KW  - Air Quality Assessments
KW  - Biologic Surveys
KW  - Coastal Zones
KW  - Fisheries
KW  - Harbor Structures
KW  - Harbors
KW  - Marine Systems
KW  - Natural Gas
KW  - Pipelines
KW  - Reefs
KW  - Safety
KW  - Ships
KW  - Terminal Facilities
KW  - Transportation
KW  - Water Quality
KW  - Gulf of Mexico
KW  - Louisiana
KW  - Deepwater Port Act of 1974, Licensing
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 26, 2004
N1  - Last updated - 2014-01-30
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 (DRAFT SUPPLEMENT TO TE FINAL ENVIRONMENTAL STATEMENT OF JUNE 2000).
AN  - 36435913; 11283
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 PA) 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. The PA would rejoin Alternative C just south of Pages Lane in West Bountiful and remain co-terminus with Alternative C to Porter Land in Davis County. At this point, the PA 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 co-terminus with Alternative A. This draft supplement to the final EIS provides updated information and responds to a U.S. Court of Appears judgment indicating tat the following issues were in need of further review: the practicality 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 Legac parkway, and modified build and no-build alternatives. Five action alternatives remain for detailed consideration. Estimated costs of the remaining build alternatives range from $420.8 million to $533.1 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 and 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 108 to 187 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 14 residences, nine to 16 businesses, up to two farmsteads, eight to 16 horse paddocks, 23 to 88 acres pf 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 23 to 27 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.
JF  - EPA number: 040544, 487 pages and maps, November 26, 2004
PY  - 2004
KW  - Roads and Railroads
KW  - Agency number: FHWA-UT-EIS-98-02-DS
KW  - Archaeological Sites
KW  - Farmlands
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
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/36435913?accountid=14244
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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: November 26, 2004
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - INTERCOUNTY CONNECTOR, FROM I-270 TO US 1, MONTGOMERY AND PRINCE GEORGE'S COUNTIES, MARYLAND. [Part 1 of 1]
T2  - INTERCOUNTY CONNECTOR, FROM I-270 TO US 1, MONTGOMERY AND PRINCE GEORGE'S COUNTIES, MARYLAND.
AN  - 36379042; 11874-060004_0001
AB  - PURPOSE: The construction of an 18- to 20-mile highway, to be known as The Intercounty Connector (ICC), between The Interstate 270 (I-270) corridor near Rockville and Gaithersburg in Montgomery County and The I-95/US 1 corridor in Prince George's County, Maryland is proposed. Currently, The I-270 corridor is linked to The I-95 corridor by I-495, known The Beltway around Washington, District of Columbia. The ICC study area extends from I-270 on The west to I-95/US 1 on The east and from The Beltway on The south to The Patuxent River on The north. Five alternatives, including a No-Build Alternative, were considered in The draft EIS of March 1997. This final EIS, which follows The second draft EIS of November 2004, considers three alternatives, including a No Action Alternative. The action alternatives differ only in alignment corridors. Corridor 1 would extend 1 miles from I-370/I-270 near The Shady Grove Metrorail Station to I-95/US 1 south of Laurel. Alignment options would be considered in the vicinity of Rock Creek and The Northwest Branch of The Anacostia River. Corridor 1 would include even interchanges and two optional interchanges. A truncated option would terminate the ICC at I-95, with no connection to US 1, eliminating one interchange. Corridor 2 would extend 20 miles from I-370/I-270 near The Shady Grove Metrorail Station to I-95/US 1 south of Laurel. Alignment options would be considered in the vicinity of Rock Creek, Norbeck, Spencerville, Burtonsvile, and Fairland. Electronic toll collection would be part of the basic design of both corridor alternatives. Cost of implementation of the Corridor 1 and Corridor 2 alternatives are $2,15 billion and $1.98 billion to $2.06 billion, respectively, with the latter range depending on The option selected for Corridor 2. POSITIVE IMPACTS: The ICC would provide additional access between I-270 and I- 95. It could help relieve congestion along I-270, I-495, and existing east-west roadways and sustain regional economic growth patterns. Community mobility would be increased, and the provision of cost-effective transportation infrastructure to serve existing and future development patterns reflecting local land use planning objectives would be achieved. The improvements would also reduce The number of accidents on area roads. The project would create approximately 37 acres of wetlands due to excavations. NEGATIVE IMPACTS: Rights-of-way requirements totaling 1,392 acres acres for Corridor 1 would result in The displacement of 52 residences, and 11 businesses and community facilities, 47.5 acres of wetlands, 32.4 acres of floodplain, and 745 acres of forest. The alternative would require relocation of 37,961 linear feet of stream channel. Two historic sties would be affected. The alternative would impact 29.8 to 83.4 acres of parkland. Rights-of-way requirements totaling 1,401.9 to 1,444.5 acres for Corridor 2 would result in the displacement of 57 to 101 residences and 12 businesses and community facilities, resources associated with nine to 10 historic sites, 50.5 to 53.6 acres of wetlands, 33,442 to 37,438 linear feet of stream, 41.5 to 44.3 acres of floodplain, 630.9 to 636.6 acres of forest, and 29.8 to 45.3 acres of parkland. Under any action alternative, traffic-generated noise levels would exceed federal standards at numerous residences and noise 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.), Transportation Equity Act for The 21st Century (112 Stat. 107), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For The abstract of a previous draft EIS on The ICC, see 97-0134D, Volume 21, Number 2. For The abstract of the draft for The EIS process at hand, see 05-0394D, Volume 29, Number 3.
JF  - EPA number: 060004, 1,467 pages. Supplement, November 26, 2004
PY  - 2004
VL  - 1
KW  - Roads and Railroads
KW  - Creeks
KW  - Floodplains
KW  - Forests
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Standards
KW  - Parks
KW  - Recreation Facilities
KW  - Recreation Resources
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 404(b) Statements
KW  - Section 106 Statements
KW  - Streams
KW  - Wetlands
KW  - Maryland
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Transportation Equity Act for The 21st Century, Project Authorization
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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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: November 26, 2004
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 (DRAFT SUPPLEMENT TO TE FINAL ENVIRONMENTAL STATEMENT OF JUNE 2000). [Part 1 of 1]
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 (DRAFT SUPPLEMENT TO TE FINAL ENVIRONMENTAL STATEMENT OF JUNE 2000).
AN  - 36369402; 11283-040544_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 PA) 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. The PA would rejoin Alternative C just south of Pages Lane in West Bountiful and remain co-terminus with Alternative C to Porter Land in Davis County. At this point, the PA 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 co-terminus with Alternative A. This draft supplement to the final EIS provides updated information and responds to a U.S. Court of Appears judgment indicating tat the following issues were in need of further review: the practicality 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 Legac parkway, and modified build and no-build alternatives. Five action alternatives remain for detailed consideration. Estimated costs of the remaining build alternatives range from $420.8 million to $533.1 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 and 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 108 to 187 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 14 residences, nine to 16 businesses, up to two farmsteads, eight to 16 horse paddocks, 23 to 88 acres pf 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 23 to 27 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.
JF  - EPA number: 040544, 487 pages and maps, November 26, 2004
PY  - 2004
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-UT-EIS-98-02-DS
KW  - Archaeological Sites
KW  - Farmlands
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
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
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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: November 26, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - GULF LANDING LLC DEEPWATER PORT LICENSE APPLICATION, OFFSHORE LOUISIANA. [Part 1 of 1]
T2  - GULF LANDING LLC DEEPWATER PORT LICENSE APPLICATION, OFFSHORE LOUISIANA.
AN  - 36367148; 11291-040552_0001
AB  - PURPOSE: The issuance of a license to Gulf Landing LLC for the construction of a deepwater port and associated anchorages in the Gulf of Mexico offshore of Louisiana is proposed. The port and anchorages would be located 38 miles south of Cameron in WC-213 where water depths reach approximately 55 feet. The site is adjacent to an existing shipping fairway servicing the Calcasieu River and area ports. The port would consist primarily of a terminal to receive, store, and regasify liquefied natural gas (LNG) and five offshore pipelines, ranging from 16 to 36 inches in diameter, to transport the gas from the terminal to the existing offshore gas-gathering system. The terminal would consist of two gravity-based structures that would provide the base for LNG storage, process equipment, and ancillary facilities. The facility would be 1,100 feet long and 248 feet wide and rise 114 feet above the surface of the Gulf. The terminal would have an operational net storage capacity of 6.4 million cubic feet of LNG, which is equivalent to 3.8 billion cubic feet of natural gas. The facility would vaporize and deliver up to 1.2 billion cubic feet per day, with an annual daily average of 1.0 billion cubic feet. The facility would use open-rack vaporizer (ORV) technology for LNG regasification. If approved, it is estimated that construction and installation of the port would be completed by late 2008 and operations would begin in 2009. The port would be designed for a 30-year service life, after which it would be decommissioned. In addition to the applicant's proposal, this final EIS considers a No Action Alternative and one alternative location for port siting. The alternative locations is WC-183, which is slightly closer to shore than WC-213 and which would provide 54 feet of water depth. POSITIVE IMPACTS: The port would help the country to meet the growing national energy demand by importing clean-burning natural gas into the Gulf Coast via the existing natural gas transmission infrastructure in the Gulf and southern Louisiana. Intrinsic to the general purpose of the port is the use of worldwide sources of natural gas to diversify sources of natural gas input into the existing pipeline infrastructure in the United States. The port would enable regasified LNG to be delivered into the existing pipeline infrastructure in the Gulf and connect with existing offshore third-party pipelines. The gas would then be redelivered by shippers to the national gas pipeline grid through connections with other manor interstate and intrastate pipelines. The facility would create an artificial reef, increasing fishery resources in the Gulf. NEGATIVE IMPACTS: Pipeline installation would result in bottom disturbance and suspension of sediments into the water column in marine and coastal areas. Use of ORV technology would result in the discharge of water into the area around the terminal, decreasing water temperature, increasing turbidity, and increasing dissolved oxygen content. Establishment of a 1,500-foot safety zone around the terminal would restrict the use of the area by commercial fishery users. Placement of the LNG facility in a shipping lane and the ships traveling to and from the facility would impinge somewhat on shipping traffic in this area of the Gulf. The facility would emit low levels of criteria pollutants and noise. LEGAL MANDATES: Deepwater Port Act of 1974. PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0111D, Volume 29, Number 1.
JF  - EPA number: 040552, 482 pages, November 26, 2004
PY  - 2004
VL  - 1
KW  - Research and Development
KW  - Air Quality Assessments
KW  - Biologic Surveys
KW  - Coastal Zones
KW  - Fisheries
KW  - Harbor Structures
KW  - Harbors
KW  - Marine Systems
KW  - Natural Gas
KW  - Pipelines
KW  - Reefs
KW  - Safety
KW  - Ships
KW  - Terminal Facilities
KW  - Transportation
KW  - Water Quality
KW  - Gulf of Mexico
KW  - Louisiana
KW  - Deepwater Port Act of 1974, Licensing
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 26, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - INTERCOUNTY CONNECTOR, FROM I-270 TO US 1, MONTGOMERY AND PRINCE GEORGE'S COUNTIES, MARYLAND.
AN  - 16344690; 11874
AB  - PURPOSE: The construction of an 18- to 20-mile highway, to be known as The Intercounty Connector (ICC), between The Interstate 270 (I-270) corridor near Rockville and Gaithersburg in Montgomery County and The I-95/US 1 corridor in Prince George's County, Maryland is proposed. Currently, The I-270 corridor is linked to The I-95 corridor by I-495, known The Beltway around Washington, District of Columbia. The ICC study area extends from I-270 on The west to I-95/US 1 on The east and from The Beltway on The south to The Patuxent River on The north. Five alternatives, including a No-Build Alternative, were considered in The draft EIS of March 1997. This final EIS, which follows The second draft EIS of November 2004, considers three alternatives, including a No Action Alternative. The action alternatives differ only in alignment corridors. Corridor 1 would extend 1 miles from I-370/I-270 near The Shady Grove Metrorail Station to I-95/US 1 south of Laurel. Alignment options would be considered in the vicinity of Rock Creek and The Northwest Branch of The Anacostia River. Corridor 1 would include even interchanges and two optional interchanges. A truncated option would terminate the ICC at I-95, with no connection to US 1, eliminating one interchange. Corridor 2 would extend 20 miles from I-370/I-270 near The Shady Grove Metrorail Station to I-95/US 1 south of Laurel. Alignment options would be considered in the vicinity of Rock Creek, Norbeck, Spencerville, Burtonsvile, and Fairland. Electronic toll collection would be part of the basic design of both corridor alternatives. Cost of implementation of the Corridor 1 and Corridor 2 alternatives are $2,15 billion and $1.98 billion to $2.06 billion, respectively, with the latter range depending on The option selected for Corridor 2. POSITIVE IMPACTS: The ICC would provide additional access between I-270 and I- 95. It could help relieve congestion along I-270, I-495, and existing east-west roadways and sustain regional economic growth patterns. Community mobility would be increased, and the provision of cost-effective transportation infrastructure to serve existing and future development patterns reflecting local land use planning objectives would be achieved. The improvements would also reduce The number of accidents on area roads. The project would create approximately 37 acres of wetlands due to excavations. NEGATIVE IMPACTS: Rights-of-way requirements totaling 1,392 acres acres for Corridor 1 would result in The displacement of 52 residences, and 11 businesses and community facilities, 47.5 acres of wetlands, 32.4 acres of floodplain, and 745 acres of forest. The alternative would require relocation of 37,961 linear feet of stream channel. Two historic sties would be affected. The alternative would impact 29.8 to 83.4 acres of parkland. Rights-of-way requirements totaling 1,401.9 to 1,444.5 acres for Corridor 2 would result in the displacement of 57 to 101 residences and 12 businesses and community facilities, resources associated with nine to 10 historic sites, 50.5 to 53.6 acres of wetlands, 33,442 to 37,438 linear feet of stream, 41.5 to 44.3 acres of floodplain, 630.9 to 636.6 acres of forest, and 29.8 to 45.3 acres of parkland. Under any action alternative, traffic-generated noise levels would exceed federal standards at numerous residences and noise 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.), Transportation Equity Act for The 21st Century (112 Stat. 107), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For The abstract of a previous draft EIS on The ICC, see 97-0134D, Volume 21, Number 2. For The abstract of the draft for The EIS process at hand, see 05-0394D, Volume 29, Number 3.
JF  - EPA number: 060004, 1,467 pages. Supplement, November 26, 2004
PY  - 2004
KW  - Roads and Railroads
KW  - Creeks
KW  - Floodplains
KW  - Forests
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Standards
KW  - Parks
KW  - Recreation Facilities
KW  - Recreation Resources
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Section 404(b) Statements
KW  - Section 106 Statements
KW  - Streams
KW  - Wetlands
KW  - Maryland
KW  - Department of Transportation Act of 1966, Compliance
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Transportation Equity Act for The 21st Century, Project Authorization
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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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: November 26, 2004
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - WISCONSIN STATE HIGHWAY 23, FOND DU LAC TO PLYMOUTH, FOND DU LAC AND SHEBOYGAN COUNTIES, WISCONSIN.
AN  - 36438419; 11290
AB  - PURPOSE: The improvement of SR 23 between the cities of Fond du Lac and Plymouth in Fond du Lac and Sheboygan counties, Wisconsin is proposed. The study corridor begins at County Road K in Fond du Lac County, just east of the new US 151 Bypass, and extends approximately 19 miles eastward to County Road (CR) P in Sheboygan County. SH 23 is a major connector between Fond du Lac and Sheboygan in east-central Wisconsin. Both west and east ends are located in the growing urban areas of Fond du Lac and Plymouth. Extending 17.3 miles, this highway corridor serves high traffic volumes near the urban areas, lower traffic volumes in rural areas. The facility suffers from a fatality rate higher than the state average throughout the corridor. As traffic volumes increase, the existing characteristics of the two-lane roadway will obstruct smooth and safe traffic flows. Seven alternatives following three alignments and a No Build alternative are considered in this draft EIS. All build alternatives would provide a four-lane cross-section beginning along alignments approximately 0.5 mile west of the existing CR K and following the existing alignment to the top of the Niagara Escarpment. All tree alternatives would involve improvements to the CR K area in Fond du Lac and the ld Plank Trail, possibly being extend to US 151 in the city of Fond du Lac. Each of the alternatives would follow the existing highway alignment from just east of CR U in Sheboygan County eastward for 6.2 miles to CR K near Plymouth. Alternative 1 would expand the highway along the existing alignment. Alternative 2 would expand the roadway along the existing alignment, wit a four-mile relocation north of existing SR 23 between Log Tavern Road and Sunrise Road. Alternative 3 would expand the highway as a convertible freeway on a new location south of SR 23 from CR UU to Log Tavern Road and north of SR 23 to Sunrise Road. Alternative 3 would feature two possible connections to existing SR 23 near CR U and Two connections near Log Tavern Road. Corridor 1 and 2 would be constructed as four-lane expressways, while Corridor 3 would be built to allow future conversion as a freeway. Depending on the alternative selected, estimated construction costs for the project range from $52.8 million to $67.7 million, access and preservation costs range up to $10 million, and other costs range from $3.48 million to $7.8 million. POSITIVE IMPACTS: The project would preserve and provide a safe and efficient transportation within the SR corridor between Fond du Lac and Sheboygan to serve present and long-term traffic while minimizing disturbance to the natural and build environment The new facility would provide additional capacity to serve the corridor, enhancing community mobility and supporting economic development in east-central Wisconsin. The system link between US 41 and Interstate 43 would be completed. NEGATIVE IMPACTS: Rights-of-way requirements ranging from 278 to 427 acres of land would result in the displacement of eight to 26 residences, six to 18 businesses, three to 11 farms, and seven to 26 farm buildings. The project would also displace 128 to 298 acres of farmland, and as many as 28 farms would be severed. The project would affect 52 to 79 acres of wetlands and 12 to 31 acres of upland habitat; habitat for federal protected species would be displaced. All alignments would encroach on floodplains highway development would affect three to seven historic sites and 18 to 22 archaeological sites, with and additional four to 12 sites requiring further evaluation. 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: 040551, 199 pages and maps, November 25, 2004
PY  - 2004
KW  - Roads and Railroads
KW  - Agency number: FHWA-WI-EIS-04-03-D
KW  - Archaeological Sites
KW  - Demography
KW  - Endangered Species (Animals)
KW  - Endangered Species (Plants)
KW  - Farmlands
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Wetlands
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
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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: November 25, 2004
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - WISCONSIN STATE HIGHWAY 23, FOND DU LAC TO PLYMOUTH, FOND DU LAC AND SHEBOYGAN COUNTIES, WISCONSIN. [Part 1 of 1]
T2  - WISCONSIN STATE HIGHWAY 23, FOND DU LAC TO PLYMOUTH, FOND DU LAC AND SHEBOYGAN COUNTIES, WISCONSIN.
AN  - 36367107; 11290-040551_0001
AB  - PURPOSE: The improvement of SR 23 between the cities of Fond du Lac and Plymouth in Fond du Lac and Sheboygan counties, Wisconsin is proposed. The study corridor begins at County Road K in Fond du Lac County, just east of the new US 151 Bypass, and extends approximately 19 miles eastward to County Road (CR) P in Sheboygan County. SH 23 is a major connector between Fond du Lac and Sheboygan in east-central Wisconsin. Both west and east ends are located in the growing urban areas of Fond du Lac and Plymouth. Extending 17.3 miles, this highway corridor serves high traffic volumes near the urban areas, lower traffic volumes in rural areas. The facility suffers from a fatality rate higher than the state average throughout the corridor. As traffic volumes increase, the existing characteristics of the two-lane roadway will obstruct smooth and safe traffic flows. Seven alternatives following three alignments and a No Build alternative are considered in this draft EIS. All build alternatives would provide a four-lane cross-section beginning along alignments approximately 0.5 mile west of the existing CR K and following the existing alignment to the top of the Niagara Escarpment. All tree alternatives would involve improvements to the CR K area in Fond du Lac and the ld Plank Trail, possibly being extend to US 151 in the city of Fond du Lac. Each of the alternatives would follow the existing highway alignment from just east of CR U in Sheboygan County eastward for 6.2 miles to CR K near Plymouth. Alternative 1 would expand the highway along the existing alignment. Alternative 2 would expand the roadway along the existing alignment, wit a four-mile relocation north of existing SR 23 between Log Tavern Road and Sunrise Road. Alternative 3 would expand the highway as a convertible freeway on a new location south of SR 23 from CR UU to Log Tavern Road and north of SR 23 to Sunrise Road. Alternative 3 would feature two possible connections to existing SR 23 near CR U and Two connections near Log Tavern Road. Corridor 1 and 2 would be constructed as four-lane expressways, while Corridor 3 would be built to allow future conversion as a freeway. Depending on the alternative selected, estimated construction costs for the project range from $52.8 million to $67.7 million, access and preservation costs range up to $10 million, and other costs range from $3.48 million to $7.8 million. POSITIVE IMPACTS: The project would preserve and provide a safe and efficient transportation within the SR corridor between Fond du Lac and Sheboygan to serve present and long-term traffic while minimizing disturbance to the natural and build environment The new facility would provide additional capacity to serve the corridor, enhancing community mobility and supporting economic development in east-central Wisconsin. The system link between US 41 and Interstate 43 would be completed. NEGATIVE IMPACTS: Rights-of-way requirements ranging from 278 to 427 acres of land would result in the displacement of eight to 26 residences, six to 18 businesses, three to 11 farms, and seven to 26 farm buildings. The project would also displace 128 to 298 acres of farmland, and as many as 28 farms would be severed. The project would affect 52 to 79 acres of wetlands and 12 to 31 acres of upland habitat; habitat for federal protected species would be displaced. All alignments would encroach on floodplains highway development would affect three to seven historic sites and 18 to 22 archaeological sites, with and additional four to 12 sites requiring further evaluation. 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: 040551, 199 pages and maps, November 25, 2004
PY  - 2004
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-WI-EIS-04-03-D
KW  - Archaeological Sites
KW  - Demography
KW  - Endangered Species (Animals)
KW  - Endangered Species (Plants)
KW  - Farmlands
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Traffic Analyses
KW  - Transportation
KW  - Wetlands
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
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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: November 25, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - I-69 FROM BENOIT TO ROBINSONVILLE, SIU-11, BOLIVAR, COAHOMA, TUNICA, AND SUNFLOWER COUNTIES, MISSISSIPPI (NCPD-1069-00(001)).
AN  - 36413849; 11280
AB  - PURPOSE: The construction of a multi-lane interstate highway extending 100 miles, to be designated as Interstate 69 (I-69) from Benoit to Robinsonville in Bolivar, Coahoma, Tunica, and Sunflower counties, Mississippi is proposed. The study corridor extends in a southwest-northeast direction from State Route (SR) 1 near Benoit to SR 304 near Robinsonville. I-69 has been defined by the U.S Congress to commence in Port Huron, Michigan and terminate in the Lower Rio Grande Valley in Texas, a distance of 1,600 miles. Portions of I-69 north and south of the project under consideration are presently undergoing planning. In addition to a No-Build Alternative a transportation system management alternative, and alternatives involving other modes of transport, this draft EIS addresses three build alternatives, each of which is divided into three sections. Depending on the alternative selected, estimated cost of the project ranges from $1.0 billion to $1.1 billion. POSITIVE IMPACTS: The interstate highway would enhance regional and local transportation, facilitate economic development in the lower Mississippi River delta region, facilitate connections to inter-modal facilities and major ports along the corridor, facilitate the safe and efficient movement of persons and goods by fostering a reduction in accident risk, upgrade existing facilities to be utilized as portions of I-69, and connect urban areas also the I-69 corridor. NEGATIVE IMPACTS: Rights-of-way requirements would result in the displacement of 8,058 to 8,296 acres, 39 to 69 residences, three to four businesses, 70 to 207 acres of wetlands, 1,067 to 1,507 acres of floodplain, 179 to 299 acres of vegetation and the associated wildlife habitat, The purchase of 15 to 27 conservation easements would be necessary. From 12,560 to 17,660 linear feet of channel along 27 to 36 streams would require relocation, as would nine to 13 transmission lines extending a total of 2,680 to 5,200 feet and 22 to 28 feet of gas pipeline extending a total of 72,065 to 101,205 feet. Traffic-generated noise would exceed federal standards in the vicinity of up to four sensitive receptor sites. The project could possibly affect four historic and nine to 16 archaeological sites. From 44.3 to 54 percent of the corridor would pass through areas with significant minority populations, disproportionately affecting these populations. Construction workers would encounter nine to 14 hazardous material sites. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.), Inter-modal 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: 040541, Draft EIS-765 pages and maps, Map Supplement, November 18, 2004
PY  - 2004
KW  - Roads and Railroads
KW  - Agency number: FHWA-MS-EIS-04-01-D
KW  - Archaeological Sites
KW  - Conservation
KW  - Easements
KW  - Economic Assessments
KW  - Electric Power
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Impact Assessment Methodology
KW  - Minorities
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Streams
KW  - Transmission Lines
KW  - Relocations-Property Acquisitions
KW  - Transportation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Mississippi
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, Project Authorization
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Jackson, Mississippi; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: November 18, 2004
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - EASTERN EXTENSION OF THE PRESIDENT GEORGE BUSH TURNPIKE, FROM STATE HIGHWAY 78 TO INTERSTATE HIGHWAY 30, DALLAS COUNTY, TEXAS.
AN  - 36442641; 11278
AB  - PURPOSE: Construction of a 10-mile eastern extension of the President George Bush Turnpike (PGBT) as a six-lane, controlled access tollway on a new location in the cities of Garland, Sachse, Rowlett, and Dallas in northeastern Dallas county, Texas is proposed. The project would be located in the Dallas-Fort Worth metropolitan area and extend from State Highway (SH) 78 to Interstate 30 (I-30). Two alignment alternatives and a No-Build Alternative are considered in this final EIS. The facility would provide for shoulders, a median capable of accommodating eight lanes or a managed/high-occupancy vehicle lane in the future, interchanges, toll collection facilities, and frontage roads. Typical rights-of-way width would be 350 feet, though toll plaza facilities would require rights-of-way widths of 50 feet. Generally, the vertical alignments would be at ground level. The vertical alignment of the mainlines for Build Alternative 1, which is the preferred alternative, would be depressed from SH 78 to Miles Road, from north of SH 66 to south of Main Street, and from the south shore of Lake Ray Hubbard to I-30. Build Alternative 2 would provide for a depressed vertical alignment for the main lanes from SH 78 to Rowlett Creek, from north of SH 66 to south of Main Street, and from the south shore of Lake Ray Hubbard to I-30. Any frontage roads would be at the same elevation as the adjacent properties. Existing cross streets would be grade-separated or tied into the frontage road system to maintain local access. Both alternatives would require the construction of new bridges over Rowlett Creek and Lake Ray Hubbard. Costs of build alternatives 1 and 2 are estimated at $436.5 million and $393.6 million, respectively. Respective cost-benefit advantages provided would amount to $1.45 billion and $860 million, compared to $240 million for the No-Build Alternative. POSITIVE IMPACTS: The new facility would create a regional facility that would service as a direct link from the existing PGBT to I-30, improving accessibility to desirable activities, goods, and services in the rapidly growing northeastern portion of Dallas County and reducing project traffic congestion that would otherwise affect regional travelers. The diversion of local roads and road users, who would opt for the greater convenience and faster travel times of the new toll road, would contribute to improved safety within the corridor. Both alignments would lead to substantially higher employment in the region. NEGATIVE IMPACTS: Respective rights-of-way requirements for alternatives 1 or 2 would result in the displacement of 465 or 97 residential and commercial units. Either alignment would traverse the Zion Road neighborhood, impacting community cohesion. Alternative 1 would displace 473 acres, excluding waters of the U.S.; of this total, approximately 355 consist of grassland and cropland, 53 acres of wooded habitat, and 65 acres of developed areas. Alternative 2 would displace 428 acres, excluding waters of the U.S.; of this total, approximately 346 consist of grassland and cropland, 46 acres of wooded habitat, and 36 acres of developed areas. Use of either alignment would result in the disturbance of archaeological sites, including sites potentially eligible for inclusion in the National Register of Historic Places. Alternative 1 would directly and Alternative 2 would indirectly affect the J.E. Coyle House, which is considered eligible for inclusion in the National Register as well. Twelve sensitive representative receivers would experience traffic-generated noise levels in excess of federal standards under Alternative 1, while only two such receivers would experience excessive noise levels under Alternative 2. Noise barriers were determined to be feasible at three locations along Alternative 1 and at both locations for Alternative 2. The project would represent a visual intrusion in rural and suburban settings. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0460D, Volume 27, Number 4.
JF  - EPA number: 040539, 656 pages, November 17, 2004
PY  - 2004
KW  - Roads and Railroads
KW  - Agency number: FHWA-TX-EIS-02-01-F
KW  - Archaeological Sites
KW  - Bridges
KW  - Farmlands
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  - Wetlands
KW  - Texas
KW  - Department of Transportation Act of 1966, Historic Sites
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 17, 2004
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - EASTERN EXTENSION OF THE PRESIDENT GEORGE BUSH TURNPIKE, FROM STATE HIGHWAY 78 TO INTERSTATE HIGHWAY 30, DALLAS COUNTY, TEXAS. [Part 1 of 1]
T2  - EASTERN EXTENSION OF THE PRESIDENT GEORGE BUSH TURNPIKE, FROM STATE HIGHWAY 78 TO INTERSTATE HIGHWAY 30, DALLAS COUNTY, TEXAS.
AN  - 36368006; 11278-040539_0001
AB  - PURPOSE: Construction of a 10-mile eastern extension of the President George Bush Turnpike (PGBT) as a six-lane, controlled access tollway on a new location in the cities of Garland, Sachse, Rowlett, and Dallas in northeastern Dallas county, Texas is proposed. The project would be located in the Dallas-Fort Worth metropolitan area and extend from State Highway (SH) 78 to Interstate 30 (I-30). Two alignment alternatives and a No-Build Alternative are considered in this final EIS. The facility would provide for shoulders, a median capable of accommodating eight lanes or a managed/high-occupancy vehicle lane in the future, interchanges, toll collection facilities, and frontage roads. Typical rights-of-way width would be 350 feet, though toll plaza facilities would require rights-of-way widths of 50 feet. Generally, the vertical alignments would be at ground level. The vertical alignment of the mainlines for Build Alternative 1, which is the preferred alternative, would be depressed from SH 78 to Miles Road, from north of SH 66 to south of Main Street, and from the south shore of Lake Ray Hubbard to I-30. Build Alternative 2 would provide for a depressed vertical alignment for the main lanes from SH 78 to Rowlett Creek, from north of SH 66 to south of Main Street, and from the south shore of Lake Ray Hubbard to I-30. Any frontage roads would be at the same elevation as the adjacent properties. Existing cross streets would be grade-separated or tied into the frontage road system to maintain local access. Both alternatives would require the construction of new bridges over Rowlett Creek and Lake Ray Hubbard. Costs of build alternatives 1 and 2 are estimated at $436.5 million and $393.6 million, respectively. Respective cost-benefit advantages provided would amount to $1.45 billion and $860 million, compared to $240 million for the No-Build Alternative. POSITIVE IMPACTS: The new facility would create a regional facility that would service as a direct link from the existing PGBT to I-30, improving accessibility to desirable activities, goods, and services in the rapidly growing northeastern portion of Dallas County and reducing project traffic congestion that would otherwise affect regional travelers. The diversion of local roads and road users, who would opt for the greater convenience and faster travel times of the new toll road, would contribute to improved safety within the corridor. Both alignments would lead to substantially higher employment in the region. NEGATIVE IMPACTS: Respective rights-of-way requirements for alternatives 1 or 2 would result in the displacement of 465 or 97 residential and commercial units. Either alignment would traverse the Zion Road neighborhood, impacting community cohesion. Alternative 1 would displace 473 acres, excluding waters of the U.S.; of this total, approximately 355 consist of grassland and cropland, 53 acres of wooded habitat, and 65 acres of developed areas. Alternative 2 would displace 428 acres, excluding waters of the U.S.; of this total, approximately 346 consist of grassland and cropland, 46 acres of wooded habitat, and 36 acres of developed areas. Use of either alignment would result in the disturbance of archaeological sites, including sites potentially eligible for inclusion in the National Register of Historic Places. Alternative 1 would directly and Alternative 2 would indirectly affect the J.E. Coyle House, which is considered eligible for inclusion in the National Register as well. Twelve sensitive representative receivers would experience traffic-generated noise levels in excess of federal standards under Alternative 1, while only two such receivers would experience excessive noise levels under Alternative 2. Noise barriers were determined to be feasible at three locations along Alternative 1 and at both locations for Alternative 2. The project would represent a visual intrusion in rural and suburban settings. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0460D, Volume 27, Number 4.
JF  - EPA number: 040539, 656 pages, November 17, 2004
PY  - 2004
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-TX-EIS-02-01-F
KW  - Archaeological Sites
KW  - Bridges
KW  - Farmlands
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  - Wetlands
KW  - Texas
KW  - Department of Transportation Act of 1966, Historic Sites
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
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 17, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - RELOCATION OF THE PANAMA CITY - BAY COUNTY INTERNATIONAL AIRPORT, PANAMA CITY, FLORIDA. [Part 1 of 1]
T2  - RELOCATION OF THE PANAMA CITY - BAY COUNTY INTERNATIONAL AIRPORT, PANAMA CITY, FLORIDA.
AN  - 36368277; 11277-040538_0001
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 primarily 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 draft 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 habitats (including habitat for federally protected land 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).
JF  - EPA number: 040538, Draft EIS--581 pages and maps, Appendices--181 pages and maps, November 16, 2004
PY  - 2004
VL  - 1
KW  - Air Transportation
KW  - Aircraft Noise
KW  - Airports
KW  - Air Quality Assessments
KW  - Economic Assessments
KW  - Industrial Districts
KW  - Navigation Aids
KW  - Noise Assessments
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
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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: November 16, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - AIRCRAFT CONVERSION OF THE 167TH AIRLIFT WING, WEST VIRGINIA NATIONAL GUARD, EASTERN WEST VIRGINIA REGIONAL AIRPORT, MARTINSBURG, WEST VIRGINIA (ADOPTION BY FEDERAL AVIATION ADMINISTRATION).
AN  - 36434715; 11273
AB  - PURPOSE: The conversion of the existing fleet of C-130H transportation aircraft used by the 167th Airlift Wing of the West Virginia National Guard to the larger C-5 transport aircraft is proposed. The new C-5 fleet would be stationed at the Eastern West Virginia Regional Airport (EWVRA) in Martinsburg, West Virginia. The Quadrennial Defense Review Report developed by the Department of Defense documented a need for an increase in strategic airlift capability while decreasing tactical airlift assets. Moreover, the C-130H fleet is nearing the end of its usable lifespan. Key issues identified during EIS scoping include those associated with noise impacts of the C-5 operations relative to those of C-130H aircraft, adjacent land uses, and socioeconomic factors. Three location alternatives, including a No Action Alternative, are considered in this final EIS. The proposed conversion would require the construction of new aircraft hangars and related maintenance and training facilities, the lengthening of existing Runway 08/26, and closure of Runway 17/35. Ancillary facilities would include a fuel cell dock and a corrosion control dock. In addition, the action would require the acquisition of land via lease. Approximately 133 acres of land would be acquired from EWVRA to facilitate construction necessary to support the new aircraft and the revised mission of the 167th Airlift Wing. An extensive construction program would be required to provide the unique mix of facilities and support capabilities associated with the C-5, the largest cargo aircraft in the Air Force inventory. Ultimately, the unit would maintain and operate an inventory of 10 C-5 aircraft. The proposed integration of the new fleet and the decommissioning of the C-130H fleet would take place over a five-year period. All C-130H aircraft would be returned to the Air Force for relocation to other units; these aircraft would replace older C-130 aircraft, resulting in a net decrease in the Air Force C-130 inventory. No dual aircraft operations would occur, and aircraft activity would be limited at EWVRA for approximately one year. In addition to the proposed action, five other conceptual Airlift Wing design alternatives were developed to accommodate long-range mission requirements associated with the bed-down of a C-5 strategic airlift mission at EWVRA. The final EIS has been reissued in full due to its adoption by the Federal Aviation Administration. POSITIVE IMPACTS: Replacement of the C-130H aircraft with a C-5 fleet would increase the strategic airlift capacity of the U.S. military, while saving Department of Defense resources by decreasing tactical airlift assets. The ability of the military to rapidly deploy troops and materiel would be significantly improved, enhancing the country's ability to defend itself against foreign and domestic military threats. The new wing would result in the creation of additional jobs in the Martinsburg area and in the expansion of the area economy by 42 percent. Aircraft air pollutant emissions would decline significantly compared to those of C-130H emission levels. NEGATIVE IMPACTS: Construction activities and facility siting in general would displace soils and vegetation and the associated wildlife habitat, including a very small amount of wetlands. Noise generated by aircraft operation would exceed federal standards within the vicinity of 85 residences, and 10 residents would lie within the runway protection zone; residents living within these housing units would be affected by 564 Airlift Wing operations per year. Safety concerns associated with aircraft operations would increase the airport's incompatibility with local land uses. New facilities would increase the demand for utilities and the associated infrastructure in the area. The increase in the extent of impervious surface would contribute additional storm water runoff to local receiving surface flows. PRIOR REFERENCES: For the abstracts of the draft and final EISs, as adopted by the Air Force, see 040-242, Volume 28, Number 3 and 05-0003, Volume 29, Number 1, respectively.
JF  - EPA number: 040507, 351 pages, November 15, 2004
PY  - 2004
KW  - Air Transportation
KW  - Aircraft
KW  - Aircraft Noise
KW  - Airports
KW  - Air Quality
KW  - Employment
KW  - Land Acquisitions
KW  - Military Facilities (Air Force)
KW  - Military Operations (Air Force)
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Wetlands
KW  - West Virginia
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Washington, District of Columbia; AF
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 15, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - UNITED STATES HIGHWAY 12, LAKE DELTON TO SAUK CITY (IH 90/94 TO SKI HI ROAD), SAUK COUNTY, WISCONSIN.
AN  - 36434059; 11276
AB  - PURPOSE: The reconstruction of US 12 from Interstate 90/94 (I-90/94) in Lake Delton to Ski Hi Road in Sauk City, Sauk County, Wisconsin is proposed. US 12 is a principal east-west corridor route across south-central Wisconsin. The 11.6-mile segment of the facility extending from I-90/94 to Ski Hi Road serves both local needs and a substantial level of tourist/recreational travel. US 12 also connects the region to the statewide and national transportation systems. Existing traffic levels create unacceptable congestion for many portions of the corridor, and traffic volumes are expected to increase. Congestion has contributed to a high accident rate on the existing facility, particularly at intersections. Six alternatives, including a No Action Alternative, are considered in the draft supplemental EIS of March 2001. Action alternatives assessed in included four-lane expansion of the highway on the existing alignment and bypass alignments. This final EIS addresses a No Action Alternative and five action alternatives that include reconstruction using the existing alignment and new construction on new alignment. The preferred alternative has been divided into three stages. Stage 1 would involve individual spot improvements to existing US 12 from I-90/94 to Ski Hi Road, to be implemented from 1999 to 2004. Many of these improvements have already been implemented or are in the process of being implemented. Stage 2 would involve construction of a four-lane facility on a new location from I-90/94 to the existing four lane section of US 12 just north of Terrytown. Two lanes may be constructed initially, with the freeway built on rights of-way sufficient for expansion to four lanes when necessary. The relocated freeway would lie approximately 0.5 mile west of the existing alignment. Access roads could be provided to maintain access to some properties. The interchange of US 12 and I-90/94 would be modified. Stage 2, which would include acquisition of rights-of-way for State 3, would be implemented during 2008 and 2009. Stage would provide a four-lane freeway bypass around Baraboo from Old Highway 33 to Ski Hi Road. At this time, the two-lane relocated roadway north of Baraboo from I-90/94 to Old Highway 22 would also be expanded to a four-lane divided freeway. Stage 3 would not be scheduled for construction until 2015. Costs of stages 2 and 3 are estimated at $35 million and $54 million, respectively. POSITIVE IMPACTS: In addition to expanding the capacity of US 12, the project would provide a bypass around Baraboo, separating through traffic from local traffic. Economic development in the region would be enhanced by more rapid movement of goods and people, including tourists. NEGATIVE IMPACTS: Rights-of-way required for stages 2 and 3, respectively, would take 213.2 acres and 182.8 acres of land and result in 11 and 10 commercial and residential property displacements and one and seven acres of wetlands loss. Land takings would also displace agricultural land and forested land. The project would affect the Baraboo Hills and the Baraboo National Natural Landmark. 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 96-0371D, Volume 20, Number 4 the abstract of the draft supplemental EIS, see 01-0309D, Volume 25, Number 3.
JF  - EPA number: 040537, Final EIS--812 pages and maps, Appendices--162 pages and maps, November 15, 2004
PY  - 2004
KW  - Roads and Railroads
KW  - Agency number: FHWA-WIS-EIS-96-02-F
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Forests
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Section 106 Statements
KW  - Wetlands
KW  - Wisconsin
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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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: November 15, 2004
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - UNITED STATES HIGHWAY 12, LAKE DELTON TO SAUK CITY (IH 90/94 TO SKI HI ROAD), SAUK COUNTY, WISCONSIN. [Part 1 of 1]
T2  - UNITED STATES HIGHWAY 12, LAKE DELTON TO SAUK CITY (IH 90/94 TO SKI HI ROAD), SAUK COUNTY, WISCONSIN.
AN  - 36368012; 11276-040537_0001
AB  - PURPOSE: The reconstruction of US 12 from Interstate 90/94 (I-90/94) in Lake Delton to Ski Hi Road in Sauk City, Sauk County, Wisconsin is proposed. US 12 is a principal east-west corridor route across south-central Wisconsin. The 11.6-mile segment of the facility extending from I-90/94 to Ski Hi Road serves both local needs and a substantial level of tourist/recreational travel. US 12 also connects the region to the statewide and national transportation systems. Existing traffic levels create unacceptable congestion for many portions of the corridor, and traffic volumes are expected to increase. Congestion has contributed to a high accident rate on the existing facility, particularly at intersections. Six alternatives, including a No Action Alternative, are considered in the draft supplemental EIS of March 2001. Action alternatives assessed in included four-lane expansion of the highway on the existing alignment and bypass alignments. This final EIS addresses a No Action Alternative and five action alternatives that include reconstruction using the existing alignment and new construction on new alignment. The preferred alternative has been divided into three stages. Stage 1 would involve individual spot improvements to existing US 12 from I-90/94 to Ski Hi Road, to be implemented from 1999 to 2004. Many of these improvements have already been implemented or are in the process of being implemented. Stage 2 would involve construction of a four-lane facility on a new location from I-90/94 to the existing four lane section of US 12 just north of Terrytown. Two lanes may be constructed initially, with the freeway built on rights of-way sufficient for expansion to four lanes when necessary. The relocated freeway would lie approximately 0.5 mile west of the existing alignment. Access roads could be provided to maintain access to some properties. The interchange of US 12 and I-90/94 would be modified. Stage 2, which would include acquisition of rights-of-way for State 3, would be implemented during 2008 and 2009. Stage would provide a four-lane freeway bypass around Baraboo from Old Highway 33 to Ski Hi Road. At this time, the two-lane relocated roadway north of Baraboo from I-90/94 to Old Highway 22 would also be expanded to a four-lane divided freeway. Stage 3 would not be scheduled for construction until 2015. Costs of stages 2 and 3 are estimated at $35 million and $54 million, respectively. POSITIVE IMPACTS: In addition to expanding the capacity of US 12, the project would provide a bypass around Baraboo, separating through traffic from local traffic. Economic development in the region would be enhanced by more rapid movement of goods and people, including tourists. NEGATIVE IMPACTS: Rights-of-way required for stages 2 and 3, respectively, would take 213.2 acres and 182.8 acres of land and result in 11 and 10 commercial and residential property displacements and one and seven acres of wetlands loss. Land takings would also displace agricultural land and forested land. The project would affect the Baraboo Hills and the Baraboo National Natural Landmark. 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 96-0371D, Volume 20, Number 4 the abstract of the draft supplemental EIS, see 01-0309D, Volume 25, Number 3.
JF  - EPA number: 040537, Final EIS--812 pages and maps, Appendices--162 pages and maps, November 15, 2004
PY  - 2004
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-WIS-EIS-96-02-F
KW  - Air Quality Assessments
KW  - Farmlands
KW  - Forests
KW  - Highways
KW  - Highway Structures
KW  - Relocations-Property Acquisitions
KW  - Section 106 Statements
KW  - Wetlands
KW  - Wisconsin
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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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: November 15, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - AIRCRAFT CONVERSION OF THE 167TH AIRLIFT WING, WEST VIRGINIA NATIONAL GUARD, EASTERN WEST VIRGINIA REGIONAL AIRPORT, MARTINSBURG, WEST VIRGINIA (ADOPTION BY FEDERAL AVIATION ADMINISTRATION). [Part 1 of 1]
T2  - AIRCRAFT CONVERSION OF THE 167TH AIRLIFT WING, WEST VIRGINIA NATIONAL GUARD, EASTERN WEST VIRGINIA REGIONAL AIRPORT, MARTINSBURG, WEST VIRGINIA (ADOPTION BY FEDERAL AVIATION ADMINISTRATION).
AN  - 36367972; 11273-040507_0001
AB  - PURPOSE: The conversion of the existing fleet of C-130H transportation aircraft used by the 167th Airlift Wing of the West Virginia National Guard to the larger C-5 transport aircraft is proposed. The new C-5 fleet would be stationed at the Eastern West Virginia Regional Airport (EWVRA) in Martinsburg, West Virginia. The Quadrennial Defense Review Report developed by the Department of Defense documented a need for an increase in strategic airlift capability while decreasing tactical airlift assets. Moreover, the C-130H fleet is nearing the end of its usable lifespan. Key issues identified during EIS scoping include those associated with noise impacts of the C-5 operations relative to those of C-130H aircraft, adjacent land uses, and socioeconomic factors. Three location alternatives, including a No Action Alternative, are considered in this final EIS. The proposed conversion would require the construction of new aircraft hangars and related maintenance and training facilities, the lengthening of existing Runway 08/26, and closure of Runway 17/35. Ancillary facilities would include a fuel cell dock and a corrosion control dock. In addition, the action would require the acquisition of land via lease. Approximately 133 acres of land would be acquired from EWVRA to facilitate construction necessary to support the new aircraft and the revised mission of the 167th Airlift Wing. An extensive construction program would be required to provide the unique mix of facilities and support capabilities associated with the C-5, the largest cargo aircraft in the Air Force inventory. Ultimately, the unit would maintain and operate an inventory of 10 C-5 aircraft. The proposed integration of the new fleet and the decommissioning of the C-130H fleet would take place over a five-year period. All C-130H aircraft would be returned to the Air Force for relocation to other units; these aircraft would replace older C-130 aircraft, resulting in a net decrease in the Air Force C-130 inventory. No dual aircraft operations would occur, and aircraft activity would be limited at EWVRA for approximately one year. In addition to the proposed action, five other conceptual Airlift Wing design alternatives were developed to accommodate long-range mission requirements associated with the bed-down of a C-5 strategic airlift mission at EWVRA. The final EIS has been reissued in full due to its adoption by the Federal Aviation Administration. POSITIVE IMPACTS: Replacement of the C-130H aircraft with a C-5 fleet would increase the strategic airlift capacity of the U.S. military, while saving Department of Defense resources by decreasing tactical airlift assets. The ability of the military to rapidly deploy troops and materiel would be significantly improved, enhancing the country's ability to defend itself against foreign and domestic military threats. The new wing would result in the creation of additional jobs in the Martinsburg area and in the expansion of the area economy by 42 percent. Aircraft air pollutant emissions would decline significantly compared to those of C-130H emission levels. NEGATIVE IMPACTS: Construction activities and facility siting in general would displace soils and vegetation and the associated wildlife habitat, including a very small amount of wetlands. Noise generated by aircraft operation would exceed federal standards within the vicinity of 85 residences, and 10 residents would lie within the runway protection zone; residents living within these housing units would be affected by 564 Airlift Wing operations per year. Safety concerns associated with aircraft operations would increase the airport's incompatibility with local land uses. New facilities would increase the demand for utilities and the associated infrastructure in the area. The increase in the extent of impervious surface would contribute additional storm water runoff to local receiving surface flows. PRIOR REFERENCES: For the abstracts of the draft and final EISs, as adopted by the Air Force, see 040-242, Volume 28, Number 3 and 05-0003, Volume 29, Number 1, respectively.
JF  - EPA number: 040507, 351 pages, November 15, 2004
PY  - 2004
VL  - 1
KW  - Air Transportation
KW  - Aircraft
KW  - Aircraft Noise
KW  - Airports
KW  - Air Quality
KW  - Employment
KW  - Land Acquisitions
KW  - Military Facilities (Air Force)
KW  - Military Operations (Air Force)
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Section 4(f) Statements
KW  - Transportation
KW  - Wetlands
KW  - West Virginia
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Aviation Administration, Washington, District of Columbia; AF
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 15, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SR 104, EDMONDS CROSSING PROJECTS, CITY OF EDMONDS, SNOHOMISH COUNTY, WASHINGTON.
AN  - 36436521; 11252
AB  - PURPOSE: The implementation of a multimodal transportation plan in the city of Edmonds, located along the Puget Sound in northwestern-central Washington, is proposed. A critical transportation link in Edmonds, the ferry transports vehicles and passengers across Puget Sound to Kingston. The ferry route is one leg of State Route (SR) 104, which is classified as a portion of the National Transportation System because it links the urban Seattle area and the Olympic and Kitsap peninsulas. The city is also served by a bus system and Amtrak passenger train service, each with a separate terminal facility. The lack of an integrated terminal serving all modes of travel makes transfers between modes cumbersome and time-consuming. The terminals for ferry, rail, and transit modes are not located conveniently near one another, and connecting linkages are inadequate. Three alternatives, including a No Action Alternative (Alternative 1), are considered in this final EIS. The preferred alternative (Alternative 2) would involve the relocation of the ferry terminal and the development of a multimodal center at Point Edwards, located two-thirds of a mile south of the existing Main Street terminal. Access to the complex would be provided by realigning SR 104 from its current intersection with Pine Street; traffic lanes would be realigned to facilitate access to the ferry and the multimodal center. The multimodal center would be located on a site that had formerly been a Unocal storage depot. The center would include a railroad station with a loading platform that straddles double tracks, a bus terminal that accommodates up to ten buses, a dedicated busway between the center and downtown Edmonds, a 460-space parking garage, a 120-space short-term parking lot, and a pedestrian walkway and automated people mover system. The estimated cost of the project is $165.3 million. POSITIVE IMPACTS: The project would improve traffic flow conditions in the Edmonds area, improve transportation system linkages, relieve existing traffic congestion, and improve safety. The project would employ up to 1,570 construction workers. NEGATIVE IMPACTS: The use of the Unocal site would require the removal and disposal of hazardous wastes and contaminated soils; during the demolition of the Unocal pier, some potential would exist for the release of contaminated sediments into Puget Sound. The wetlands along the western and southern edges of Edmonds Marsh would be reduced. Noise and dust levels would increase in nearby parks. Vehicle emissions from idling vehicles at busy intersections would adversely affect air quality. The fishing industry of the Suquamish Tribe would be adversely affected due to increased water traffic. LEGAL MANDATES: Department of Transportation Act of 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 River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0112D, Volume 22, Number 2.
JF  - EPA number: 040533, Volume 1--295 pages and maps, Volume 2--561 pages and maps, November 12, 2004
PY  - 2004
KW  - Roads and Railroads
KW  - Agency number: FHWA-WA-EIS-98-1-F
KW  - Demolition
KW  - Employment
KW  - Ferries
KW  - Harbor Structures
KW  - Hazardous Wastes
KW  - Highway Structures
KW  - Highways
KW  - Parking
KW  - Railroads
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Terminal Facilities
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - Puget Sound
KW  - Washington
KW  - Department of Transportation Act of 1966, Parks
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 12, 2004
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - SR 104, EDMONDS CROSSING PROJECTS, CITY OF EDMONDS, SNOHOMISH COUNTY, WASHINGTON. [Part 2 of 2]
T2  - SR 104, EDMONDS CROSSING PROJECTS, CITY OF EDMONDS, SNOHOMISH COUNTY, WASHINGTON.
AN  - 36369203; 11252-040533_0002
AB  - PURPOSE: The implementation of a multimodal transportation plan in the city of Edmonds, located along the Puget Sound in northwestern-central Washington, is proposed. A critical transportation link in Edmonds, the ferry transports vehicles and passengers across Puget Sound to Kingston. The ferry route is one leg of State Route (SR) 104, which is classified as a portion of the National Transportation System because it links the urban Seattle area and the Olympic and Kitsap peninsulas. The city is also served by a bus system and Amtrak passenger train service, each with a separate terminal facility. The lack of an integrated terminal serving all modes of travel makes transfers between modes cumbersome and time-consuming. The terminals for ferry, rail, and transit modes are not located conveniently near one another, and connecting linkages are inadequate. Three alternatives, including a No Action Alternative (Alternative 1), are considered in this final EIS. The preferred alternative (Alternative 2) would involve the relocation of the ferry terminal and the development of a multimodal center at Point Edwards, located two-thirds of a mile south of the existing Main Street terminal. Access to the complex would be provided by realigning SR 104 from its current intersection with Pine Street; traffic lanes would be realigned to facilitate access to the ferry and the multimodal center. The multimodal center would be located on a site that had formerly been a Unocal storage depot. The center would include a railroad station with a loading platform that straddles double tracks, a bus terminal that accommodates up to ten buses, a dedicated busway between the center and downtown Edmonds, a 460-space parking garage, a 120-space short-term parking lot, and a pedestrian walkway and automated people mover system. The estimated cost of the project is $165.3 million. POSITIVE IMPACTS: The project would improve traffic flow conditions in the Edmonds area, improve transportation system linkages, relieve existing traffic congestion, and improve safety. The project would employ up to 1,570 construction workers. NEGATIVE IMPACTS: The use of the Unocal site would require the removal and disposal of hazardous wastes and contaminated soils; during the demolition of the Unocal pier, some potential would exist for the release of contaminated sediments into Puget Sound. The wetlands along the western and southern edges of Edmonds Marsh would be reduced. Noise and dust levels would increase in nearby parks. Vehicle emissions from idling vehicles at busy intersections would adversely affect air quality. The fishing industry of the Suquamish Tribe would be adversely affected due to increased water traffic. LEGAL MANDATES: Department of Transportation Act of 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 River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0112D, Volume 22, Number 2.
JF  - EPA number: 040533, Volume 1--295 pages and maps, Volume 2--561 pages and maps, November 12, 2004
PY  - 2004
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-WA-EIS-98-1-F
KW  - Demolition
KW  - Employment
KW  - Ferries
KW  - Harbor Structures
KW  - Hazardous Wastes
KW  - Highway Structures
KW  - Highways
KW  - Parking
KW  - Railroads
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Terminal Facilities
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - Puget Sound
KW  - Washington
KW  - Department of Transportation Act of 1966, Parks
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 12, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SR 104, EDMONDS CROSSING PROJECTS, CITY OF EDMONDS, SNOHOMISH COUNTY, WASHINGTON. [Part 1 of 2]
T2  - SR 104, EDMONDS CROSSING PROJECTS, CITY OF EDMONDS, SNOHOMISH COUNTY, WASHINGTON.
AN  - 36369038; 11252-040533_0001
AB  - PURPOSE: The implementation of a multimodal transportation plan in the city of Edmonds, located along the Puget Sound in northwestern-central Washington, is proposed. A critical transportation link in Edmonds, the ferry transports vehicles and passengers across Puget Sound to Kingston. The ferry route is one leg of State Route (SR) 104, which is classified as a portion of the National Transportation System because it links the urban Seattle area and the Olympic and Kitsap peninsulas. The city is also served by a bus system and Amtrak passenger train service, each with a separate terminal facility. The lack of an integrated terminal serving all modes of travel makes transfers between modes cumbersome and time-consuming. The terminals for ferry, rail, and transit modes are not located conveniently near one another, and connecting linkages are inadequate. Three alternatives, including a No Action Alternative (Alternative 1), are considered in this final EIS. The preferred alternative (Alternative 2) would involve the relocation of the ferry terminal and the development of a multimodal center at Point Edwards, located two-thirds of a mile south of the existing Main Street terminal. Access to the complex would be provided by realigning SR 104 from its current intersection with Pine Street; traffic lanes would be realigned to facilitate access to the ferry and the multimodal center. The multimodal center would be located on a site that had formerly been a Unocal storage depot. The center would include a railroad station with a loading platform that straddles double tracks, a bus terminal that accommodates up to ten buses, a dedicated busway between the center and downtown Edmonds, a 460-space parking garage, a 120-space short-term parking lot, and a pedestrian walkway and automated people mover system. The estimated cost of the project is $165.3 million. POSITIVE IMPACTS: The project would improve traffic flow conditions in the Edmonds area, improve transportation system linkages, relieve existing traffic congestion, and improve safety. The project would employ up to 1,570 construction workers. NEGATIVE IMPACTS: The use of the Unocal site would require the removal and disposal of hazardous wastes and contaminated soils; during the demolition of the Unocal pier, some potential would exist for the release of contaminated sediments into Puget Sound. The wetlands along the western and southern edges of Edmonds Marsh would be reduced. Noise and dust levels would increase in nearby parks. Vehicle emissions from idling vehicles at busy intersections would adversely affect air quality. The fishing industry of the Suquamish Tribe would be adversely affected due to increased water traffic. LEGAL MANDATES: Department of Transportation Act of 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 River and Harbor Act of 1899 (33 U.S.C. 401 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 98-0112D, Volume 22, Number 2.
JF  - EPA number: 040533, Volume 1--295 pages and maps, Volume 2--561 pages and maps, November 12, 2004
PY  - 2004
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-WA-EIS-98-1-F
KW  - Demolition
KW  - Employment
KW  - Ferries
KW  - Harbor Structures
KW  - Hazardous Wastes
KW  - Highway Structures
KW  - Highways
KW  - Parking
KW  - Railroads
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 4(f) Statements
KW  - Terminal Facilities
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality
KW  - Wetlands
KW  - Puget Sound
KW  - Washington
KW  - Department of Transportation Act of 1966, Parks
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
KW  - River and Harbor Act of 1899, Section 10 Permits
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Olympia, Washington; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 12, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SR 25 FROM INTERSTATE 65 INTERCHANGE TO US 24, TIPPECANOE, CARROLL, AND CASS COUNTIES, INDIANA. [Part 1 of 2]
T2  - SR 25 FROM INTERSTATE 65 INTERCHANGE TO US 24, TIPPECANOE, CARROLL, AND CASS COUNTIES, INDIANA.
AN  - 36368076; 11251-040532_0001
AB  - PURPOSE: The improvement of State Route (SR) 25 from the Interstate 65 interchange to US 24 in Tippecanoe, Carroll, and Cass counties, Indiana is proposed. The study corridor begins east of the SR 25 /Interstate 65 interchange in Lafayette and terminates at US 24/US 35 in Logansport, a distance of approximately 35.3 miles. The project would complete the 99-mile stretch of the Hoosier Heartland Highway between Lafayette and Fort Wayne. More broadly, the project is an integral part of the Heartland Industrial Corridor, a regional facility that will serve residents, travelers, and businesses from Lafayette to Toledo, Ohio. Existing US 25 is a two-lane facility constructed circa 1931, with minimal earth shoulders. Vertical curve deficiencies along the existing alignment create substandard sight distances along four miles within the corridor. Other design deficiencies are present. Five alternatives, including a No-Build Alternative, are considered in this final EIS. All build alternatives, which include the preferred alternative (Alternative 2), would provide a four-lane, divided, access-controlled highway with an average right-of-way width of 300 feet. Connections to public crossroads would be either at-grade intersections or connecting roads at selected locations where grade separations occur. The facility would bridge all railroad crossings to eliminate conflicts. Several public crossroads would be reconstructed to bridge railroad tracks or would be closed to through traffic, thereby eliminating up to 17 at-grade railroad crossings. The design speed from I-65 to the former Aretz Airport would be 55 miles per hour (mph), while the design speed from the former airport to Logansport would be 70 mph. Estimated cost of the preferred alternative is $240.7 million. POSITIVE IMPACTS: The new facility would reduce congestion and improve efficiency and capacity within the transportation network connecting Lafayette and Logansport by providing an alternative that would facilitate the movement of traffic; improve safety and meet current design standards within the corridor; and enhance the regional and local transportation network by improving and completing the transportation system between Fort Wayne and Lafayette. From 13 to 16 at-grade railroad crossings would be eliminated. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements of 1,215 to 1,171 acres would displace up to 21 to 34 residences, including three to seven farm residences, five or seven businesses, and one social service agency. Up to 2.3 acres of wetland would be lost. The project would displace 994 to 1,046 acres of farmland. From 11 to 16 crossroads would be closed to through traffic. The project could affect habitat for the federally protected Indiana bat. Highway facilities would mar the visual aesthetics of one rural historic district. 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.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0078D, Volume 27, Number 1.
JF  - EPA number: 040532, Final EIS--297 pages and maps, Appendices--1,201 pages and maps, November 12, 2004
PY  - 2004
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-02-02-F
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Railroad Structures
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 106 Statements
KW  - Transportation
KW  - Visual Resources
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, Historic Sites
KW  - Transportation Equity Act for the 21st Century, Funding
KW  - Uniform Relocation Assistance and Real Property Acquisition, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Indianapolis, Indiana; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 12, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SR 25 FROM INTERSTATE 65 INTERCHANGE TO US 24, TIPPECANOE, CARROLL, AND CASS COUNTIES, INDIANA. [Part 2 of 2]
T2  - SR 25 FROM INTERSTATE 65 INTERCHANGE TO US 24, TIPPECANOE, CARROLL, AND CASS COUNTIES, INDIANA.
AN  - 36367473; 11251-040532_0002
AB  - PURPOSE: The improvement of State Route (SR) 25 from the Interstate 65 interchange to US 24 in Tippecanoe, Carroll, and Cass counties, Indiana is proposed. The study corridor begins east of the SR 25 /Interstate 65 interchange in Lafayette and terminates at US 24/US 35 in Logansport, a distance of approximately 35.3 miles. The project would complete the 99-mile stretch of the Hoosier Heartland Highway between Lafayette and Fort Wayne. More broadly, the project is an integral part of the Heartland Industrial Corridor, a regional facility that will serve residents, travelers, and businesses from Lafayette to Toledo, Ohio. Existing US 25 is a two-lane facility constructed circa 1931, with minimal earth shoulders. Vertical curve deficiencies along the existing alignment create substandard sight distances along four miles within the corridor. Other design deficiencies are present. Five alternatives, including a No-Build Alternative, are considered in this final EIS. All build alternatives, which include the preferred alternative (Alternative 2), would provide a four-lane, divided, access-controlled highway with an average right-of-way width of 300 feet. Connections to public crossroads would be either at-grade intersections or connecting roads at selected locations where grade separations occur. The facility would bridge all railroad crossings to eliminate conflicts. Several public crossroads would be reconstructed to bridge railroad tracks or would be closed to through traffic, thereby eliminating up to 17 at-grade railroad crossings. The design speed from I-65 to the former Aretz Airport would be 55 miles per hour (mph), while the design speed from the former airport to Logansport would be 70 mph. Estimated cost of the preferred alternative is $240.7 million. POSITIVE IMPACTS: The new facility would reduce congestion and improve efficiency and capacity within the transportation network connecting Lafayette and Logansport by providing an alternative that would facilitate the movement of traffic; improve safety and meet current design standards within the corridor; and enhance the regional and local transportation network by improving and completing the transportation system between Fort Wayne and Lafayette. From 13 to 16 at-grade railroad crossings would be eliminated. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements of 1,215 to 1,171 acres would displace up to 21 to 34 residences, including three to seven farm residences, five or seven businesses, and one social service agency. Up to 2.3 acres of wetland would be lost. The project would displace 994 to 1,046 acres of farmland. From 11 to 16 crossroads would be closed to through traffic. The project could affect habitat for the federally protected Indiana bat. Highway facilities would mar the visual aesthetics of one rural historic district. 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.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0078D, Volume 27, Number 1.
JF  - EPA number: 040532, Final EIS--297 pages and maps, Appendices--1,201 pages and maps, November 12, 2004
PY  - 2004
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-02-02-F
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Railroad Structures
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 106 Statements
KW  - Transportation
KW  - Visual Resources
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, Historic Sites
KW  - Transportation Equity 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/36367473?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-11-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+25+FROM+INTERSTATE+65+INTERCHANGE+TO+US+24%2C+TIPPECANOE%2C+CARROLL%2C+AND+CASS+COUNTIES%2C+INDIANA.&rft.title=SR+25+FROM+INTERSTATE+65+INTERCHANGE+TO+US+24%2C+TIPPECANOE%2C+CARROLL%2C+AND+CASS+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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 12, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SR 25 FROM INTERSTATE 65 INTERCHANGE TO US 24, TIPPECANOE, CARROLL, AND CASS COUNTIES, INDIANA.
AN  - 16346718; 11251
AB  - PURPOSE: The improvement of State Route (SR) 25 from the Interstate 65 interchange to US 24 in Tippecanoe, Carroll, and Cass counties, Indiana is proposed. The study corridor begins east of the SR 25 /Interstate 65 interchange in Lafayette and terminates at US 24/US 35 in Logansport, a distance of approximately 35.3 miles. The project would complete the 99-mile stretch of the Hoosier Heartland Highway between Lafayette and Fort Wayne. More broadly, the project is an integral part of the Heartland Industrial Corridor, a regional facility that will serve residents, travelers, and businesses from Lafayette to Toledo, Ohio. Existing US 25 is a two-lane facility constructed circa 1931, with minimal earth shoulders. Vertical curve deficiencies along the existing alignment create substandard sight distances along four miles within the corridor. Other design deficiencies are present. Five alternatives, including a No-Build Alternative, are considered in this final EIS. All build alternatives, which include the preferred alternative (Alternative 2), would provide a four-lane, divided, access-controlled highway with an average right-of-way width of 300 feet. Connections to public crossroads would be either at-grade intersections or connecting roads at selected locations where grade separations occur. The facility would bridge all railroad crossings to eliminate conflicts. Several public crossroads would be reconstructed to bridge railroad tracks or would be closed to through traffic, thereby eliminating up to 17 at-grade railroad crossings. The design speed from I-65 to the former Aretz Airport would be 55 miles per hour (mph), while the design speed from the former airport to Logansport would be 70 mph. Estimated cost of the preferred alternative is $240.7 million. POSITIVE IMPACTS: The new facility would reduce congestion and improve efficiency and capacity within the transportation network connecting Lafayette and Logansport by providing an alternative that would facilitate the movement of traffic; improve safety and meet current design standards within the corridor; and enhance the regional and local transportation network by improving and completing the transportation system between Fort Wayne and Lafayette. From 13 to 16 at-grade railroad crossings would be eliminated. NEGATIVE IMPACTS: Depending on the alternative considered, rights-of-way requirements of 1,215 to 1,171 acres would displace up to 21 to 34 residences, including three to seven farm residences, five or seven businesses, and one social service agency. Up to 2.3 acres of wetland would be lost. The project would displace 994 to 1,046 acres of farmland. From 11 to 16 crossroads would be closed to through traffic. The project could affect habitat for the federally protected Indiana bat. Highway facilities would mar the visual aesthetics of one rural historic district. 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.), Transportation Equity Act for the 21st Century (P.L. 105-178), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 03-0078D, Volume 27, Number 1.
JF  - EPA number: 040532, Final EIS--297 pages and maps, Appendices--1,201 pages and maps, November 12, 2004
PY  - 2004
KW  - Roads and Railroads
KW  - Agency number: FHWA-IN-EIS-02-02-F
KW  - Endangered Species (Animals)
KW  - Farmlands
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Historic Sites Surveys
KW  - Railroad Structures
KW  - Relocations-Property Acquisitions
KW  - Safety
KW  - Section 106 Statements
KW  - Transportation
KW  - Visual Resources
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, Historic Sites
KW  - Transportation Equity 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/16346718?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-11-12&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=SR+25+FROM+INTERSTATE+65+INTERCHANGE+TO+US+24%2C+TIPPECANOE%2C+CARROLL%2C+AND+CASS+COUNTIES%2C+INDIANA.&rft.title=SR+25+FROM+INTERSTATE+65+INTERCHANGE+TO+US+24%2C+TIPPECANOE%2C+CARROLL%2C+AND+CASS+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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 12, 2004
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - M-59 LIVINGSTON COUNTY WIDENING PROJECT, I-96 TO US-23, LIVINGSTON COUNTY, MICHIGAN.
AN  - 36434961; 11282
AB  - PURPOSE: The widening of a 12.8-mile segment of Michigan Route 59 (M-59) through Livingston County, Michigan is proposed. The study corridor extends from a point east of the Interstate 96 (I-96) interchange to a point west of Old US 23. Along this segment, M-59 currently provides one continuous through lane in each direction. The project would include the provision of roadway, bridge, and intersection improvements along the existing alignment. Three alternatives, including a No-Build Alternative, are considered in this abbreviated final EIS, which provides changes since the draft EIS and responses to comments on the draft document; the draft EIS is included as a companion document. The build alternatives would lie within a 300-foot-wide rights-of-way preservation corridor that was approved in June 2002 as a result of the first tier phase of the project. Action Alternative 1 would involve construction of two continuous travel lanes in each direction as well as a continuous center left-turn lane. The facility would feature 12-foot-wide travel lanes and either 11-foot outside shoulders or a flanking curb-and-gutter sections. Changes to local roads in the project corridor would include slightly changing vertical elecations or heights, shifting centerlines, and widening roadways to include additional turning lanes at intersections with M-59. Action Alternative 2, which is the preferred alternative, would involve provision of a combination of a five-lane roadway and a four-lane boulevard with a center median. Improvements under Alternative 2 would include construction of two continuous travel lanes in each direction as well as a continuous center left-turn lane pr center median with left-turn provisions. The roadway cross-section would vary depending on circumstances, narrowing to five lanes or a featuring a narrow media in some areas to minimize impacts. Changes to local roads within the corridor would be similar to those proposed under Alternative 1. Costs of alternatives 1 and 2 are estimated at $69.0 million and $77.0 million, respectively. POSITIVE IMPACTS: The project would improve traffic operations and motorist safety by upgrading this major arterial roadway. Projected traffic volumes would be accommodated through the year 2025. Congestion on local roads crossing and running parallel to M-59 would be reduced, and economic growth along the corridor would be enhanced. Response times for emergency vehicles would be improved. NEGATIVE IMPACTS: Rights-of-way development under the build alternatives would result in the displacement of 40 acres of farmland, up to 6.6 acres of residential land, floodplain land at five distinct locations, and 2.6 to 10.3 acres of wetlands. Three areas providing potential habitat to the federally protected Indiana bat would be affected. One site that is eligible for inclusion in the National Register of Historic Places would be degraded under Action Alternative 2. Traffic-generated noise levels would exceed federal standards in the vicinity of 87 to 92 sensitive receptors, though 28 to 33 fewer sites would be impacted than under the No-Build Alternative. Construction workers would encounter five sites that are known to contain contaminated materials. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0095D, Volume 28, Number 1.
JF  - EPA number: 040543, Final EIS--144 pages and maps, Draft EIS--191 pages and maps, November 11, 2004
PY  - 2004
KW  - Roads and Railroads
KW  - Agency number: FHWA-MI-EIS-02-02-D
KW  - Biologic Assessments
KW  - Endangered Species (Animals)
KW  - Historic Sites
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Safety
KW  - Transportation
KW  - Wetlands
KW  - Michigan
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/36434961?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-11-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=M-59+LIVINGSTON+COUNTY+WIDENING+PROJECT%2C+I-96+TO+US-23%2C+LIVINGSTON+COUNTY%2C+MICHIGAN.&rft.title=M-59+LIVINGSTON+COUNTY+WIDENING+PROJECT%2C+I-96+TO+US-23%2C+LIVINGSTON+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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 11, 2004
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - M-59 LIVINGSTON COUNTY WIDENING PROJECT, I-96 TO US-23, LIVINGSTON COUNTY, MICHIGAN. [Part 2 of 2]
T2  - M-59 LIVINGSTON COUNTY WIDENING PROJECT, I-96 TO US-23, LIVINGSTON COUNTY, MICHIGAN.
AN  - 36369377; 11282-040543_0002
AB  - PURPOSE: The widening of a 12.8-mile segment of Michigan Route 59 (M-59) through Livingston County, Michigan is proposed. The study corridor extends from a point east of the Interstate 96 (I-96) interchange to a point west of Old US 23. Along this segment, M-59 currently provides one continuous through lane in each direction. The project would include the provision of roadway, bridge, and intersection improvements along the existing alignment. Three alternatives, including a No-Build Alternative, are considered in this abbreviated final EIS, which provides changes since the draft EIS and responses to comments on the draft document; the draft EIS is included as a companion document. The build alternatives would lie within a 300-foot-wide rights-of-way preservation corridor that was approved in June 2002 as a result of the first tier phase of the project. Action Alternative 1 would involve construction of two continuous travel lanes in each direction as well as a continuous center left-turn lane. The facility would feature 12-foot-wide travel lanes and either 11-foot outside shoulders or a flanking curb-and-gutter sections. Changes to local roads in the project corridor would include slightly changing vertical elecations or heights, shifting centerlines, and widening roadways to include additional turning lanes at intersections with M-59. Action Alternative 2, which is the preferred alternative, would involve provision of a combination of a five-lane roadway and a four-lane boulevard with a center median. Improvements under Alternative 2 would include construction of two continuous travel lanes in each direction as well as a continuous center left-turn lane pr center median with left-turn provisions. The roadway cross-section would vary depending on circumstances, narrowing to five lanes or a featuring a narrow media in some areas to minimize impacts. Changes to local roads within the corridor would be similar to those proposed under Alternative 1. Costs of alternatives 1 and 2 are estimated at $69.0 million and $77.0 million, respectively. POSITIVE IMPACTS: The project would improve traffic operations and motorist safety by upgrading this major arterial roadway. Projected traffic volumes would be accommodated through the year 2025. Congestion on local roads crossing and running parallel to M-59 would be reduced, and economic growth along the corridor would be enhanced. Response times for emergency vehicles would be improved. NEGATIVE IMPACTS: Rights-of-way development under the build alternatives would result in the displacement of 40 acres of farmland, up to 6.6 acres of residential land, floodplain land at five distinct locations, and 2.6 to 10.3 acres of wetlands. Three areas providing potential habitat to the federally protected Indiana bat would be affected. One site that is eligible for inclusion in the National Register of Historic Places would be degraded under Action Alternative 2. Traffic-generated noise levels would exceed federal standards in the vicinity of 87 to 92 sensitive receptors, though 28 to 33 fewer sites would be impacted than under the No-Build Alternative. Construction workers would encounter five sites that are known to contain contaminated materials. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0095D, Volume 28, Number 1.
JF  - EPA number: 040543, Final EIS--144 pages and maps, Draft EIS--191 pages and maps, November 11, 2004
PY  - 2004
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-MI-EIS-02-02-D
KW  - Biologic Assessments
KW  - Endangered Species (Animals)
KW  - Historic Sites
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Safety
KW  - Transportation
KW  - Wetlands
KW  - Michigan
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-11-11&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=M-59+LIVINGSTON+COUNTY+WIDENING+PROJECT%2C+I-96+TO+US-23%2C+LIVINGSTON+COUNTY%2C+MICHIGAN.&rft.title=M-59+LIVINGSTON+COUNTY+WIDENING+PROJECT%2C+I-96+TO+US-23%2C+LIVINGSTON+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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 11, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - M-59 LIVINGSTON COUNTY WIDENING PROJECT, I-96 TO US-23, LIVINGSTON COUNTY, MICHIGAN. [Part 1 of 2]
T2  - M-59 LIVINGSTON COUNTY WIDENING PROJECT, I-96 TO US-23, LIVINGSTON COUNTY, MICHIGAN.
AN  - 36368788; 11282-040543_0001
AB  - PURPOSE: The widening of a 12.8-mile segment of Michigan Route 59 (M-59) through Livingston County, Michigan is proposed. The study corridor extends from a point east of the Interstate 96 (I-96) interchange to a point west of Old US 23. Along this segment, M-59 currently provides one continuous through lane in each direction. The project would include the provision of roadway, bridge, and intersection improvements along the existing alignment. Three alternatives, including a No-Build Alternative, are considered in this abbreviated final EIS, which provides changes since the draft EIS and responses to comments on the draft document; the draft EIS is included as a companion document. The build alternatives would lie within a 300-foot-wide rights-of-way preservation corridor that was approved in June 2002 as a result of the first tier phase of the project. Action Alternative 1 would involve construction of two continuous travel lanes in each direction as well as a continuous center left-turn lane. The facility would feature 12-foot-wide travel lanes and either 11-foot outside shoulders or a flanking curb-and-gutter sections. Changes to local roads in the project corridor would include slightly changing vertical elecations or heights, shifting centerlines, and widening roadways to include additional turning lanes at intersections with M-59. Action Alternative 2, which is the preferred alternative, would involve provision of a combination of a five-lane roadway and a four-lane boulevard with a center median. Improvements under Alternative 2 would include construction of two continuous travel lanes in each direction as well as a continuous center left-turn lane pr center median with left-turn provisions. The roadway cross-section would vary depending on circumstances, narrowing to five lanes or a featuring a narrow media in some areas to minimize impacts. Changes to local roads within the corridor would be similar to those proposed under Alternative 1. Costs of alternatives 1 and 2 are estimated at $69.0 million and $77.0 million, respectively. POSITIVE IMPACTS: The project would improve traffic operations and motorist safety by upgrading this major arterial roadway. Projected traffic volumes would be accommodated through the year 2025. Congestion on local roads crossing and running parallel to M-59 would be reduced, and economic growth along the corridor would be enhanced. Response times for emergency vehicles would be improved. NEGATIVE IMPACTS: Rights-of-way development under the build alternatives would result in the displacement of 40 acres of farmland, up to 6.6 acres of residential land, floodplain land at five distinct locations, and 2.6 to 10.3 acres of wetlands. Three areas providing potential habitat to the federally protected Indiana bat would be affected. One site that is eligible for inclusion in the National Register of Historic Places would be degraded under Action Alternative 2. Traffic-generated noise levels would exceed federal standards in the vicinity of 87 to 92 sensitive receptors, though 28 to 33 fewer sites would be impacted than under the No-Build Alternative. Construction workers would encounter five sites that are known to contain contaminated materials. 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.), and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 04-0095D, Volume 28, Number 1.
JF  - EPA number: 040543, Final EIS--144 pages and maps, Draft EIS--191 pages and maps, November 11, 2004
PY  - 2004
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-MI-EIS-02-02-D
KW  - Biologic Assessments
KW  - Endangered Species (Animals)
KW  - Historic Sites
KW  - Farmlands
KW  - Floodplains
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Roads
KW  - Safety
KW  - Transportation
KW  - Wetlands
KW  - Michigan
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Lansing, Michigan; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 11, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - JOUR
T1  - Ethanol formation in unadulterated postmortem tissues.
AN  - 66975582; 15485717
AB  - During the investigation of aviation accidents, postmortem samples obtained from fatal accident victims are submitted to the FAA's Civil Aerospace Medical Institute (CAMI) for toxicological analysis. During toxicological evaluations, ethanol analysis is performed on all cases. Many species of bacteria, yeast, and fungi have the ability to produce ethanol and other volatile organic compounds in postmortem specimens. The potential for postmortem ethanol formation complicates the interpretation of ethanol-positive results from accident victims. Therefore, the prevention of ethanol formation at all steps following specimen collection is a priority. Sodium fluoride is the most commonly used preservative for postmortem specimens. Several studies have been published detailing the effectiveness of sodium fluoride for the prevention of ethanol formation in blood and urine specimens; however, our laboratory receives blood or urine in approximately 70% of cases. Thus, we frequently rely on tissue specimens for ethanol analysis. The postmortem tissue specimens received by our laboratory have generally been subjected to severe trauma and may have been exposed to numerous microbial species capable of ethanol production. With this in mind, we designed an experiment utilizing unadulterated tissue specimens obtained from aviation accident victims to determine the effectiveness of sodium fluoride at various storage temperatures for the prevention of microbial ethanol formation. We found that without preservative, specimens stored at 4 degrees C for 96 h showed an increase in ethanol concentration ranging from 22 to 75 mg/hg (average 42 +/- 15 mg/hg). At 25 degrees C, these same specimens showed an increase ranging from 19 to 84 mg/hg (average 45 +/- 22 mg/hg). With the addition of 1.00% sodium fluoride, there was no significant increase in ethanol concentration at either temperature.
JF  - Forensic science international
AU  - Lewis, Russell J
AU  - Johnson, Robert D
AU  - Angier, Mike K
AU  - Vu, Nicole T
AD  - Analytical Toxicology and Accident Research Laboratory, Civil Aerospace Medical Institute, Federal Aviation Administration, AAM-610, CAMI Building, RM 205, 6500 S. Macarthur Blvd, Oklahoma City, OK 73169-6901, USA. russell.j.lewis@faa.gov
Y1  - 2004/11/10/
PY  - 2004
DA  - 2004 Nov 10
SP  - 17
EP  - 24
VL  - 146
IS  - 1
SN  - 0379-0738, 0379-0738
KW  - Ethanol
KW  - 3K9958V90M
KW  - Sodium Fluoride
KW  - 8ZYQ1474W7
KW  - Index Medicus
KW  - Accidents, Aviation
KW  - Chromatography, Gas
KW  - Humans
KW  - Forensic Medicine -- methods
KW  - Temperature
KW  - Specimen Handling
KW  - Sodium Fluoride -- pharmacology
KW  - Bacteria -- metabolism
KW  - Kidney -- metabolism
KW  - Postmortem Changes
KW  - Muscles -- metabolism
KW  - Ethanol -- metabolism
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Date completed - 2005-01-27
N1  - Date created - 2004-10-15
N1  - Date revised - 2017-01-13
N1  - Last updated - 2017-01-18
ER  - 



TY  - RPRT
T1  - EASTERN CORRIDOR MULTI-MODAL PROJECTS, HAMILTON AND CLERMONT COUNTIES, OHIO.
AN  - 36412507; 11726
AB  - PURPOSE: The implementation of a multi-modal improvements in the corridor extending between Cincinnati and its eastern suburbs in Hamilton and Clermont counties, Ohio is proposed. The Eastern Corridor is currently characterized by an inadequate transportation network burdened by increasing demand. This detailed Tier 1 study area covers 14 square miles in the eastern sector of the Cincinnati metropolitan area, extending from downtown Cincinnati east to the Interstate 275 (I-275) outerbelt in Clermont County. The project is being implemented using a two-tiered environmental review process. The Tier 1 work, which is the subject of this final EIS, identifies feasible alternatives for different multi-modal components, including ranges of preliminary impacts and costs, to be carried through to Tier 2 for detailed study. Feasible alternatives identified during Tier 1 consist of general location and operation corridors. Multi-modal alternatives include various transportation system management actions (including new bike and pedestrian trails following existing transportation routes or on new alignments), improved bus transit (including expanded bus routes, new community circulators, feeder routes to compliment rail transit, and new bus hubs), new rail transit extending from downtown Cincinnati to Milford, and new highway capacity from Red Bank Road at I-71 to State Route 32/I-275 in the Eastgate area of Clermont County. POSITIVE IMPACTS: The ultimate multi-modal plan to be implemented would provide for an integrated system of automobile, bus, and transit movement of people and goods. Existing capacity insufficiencies would be eliminated or improved significantly The program would provide adequate linkage and mobility via the region's key transportation corridors to promote social and economic development. NEGATIVE IMPACTS: Primary impact concerns identified in this Tier 1 document include potential residential and business relocations, crossing of the Little Miami River (a state-administered component of the National Wild and Scenic River System), possible encroachment on parkland, and possible impacts to several historic districts included in the National Register of Historic Places as well as other cultural resources. LEGAL MANDATES: National Historic Preservation Act of 1966 (16 U.S.C. 470 et seq.) and Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (42 U.S.C. 4601). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0244D, Volume 29, Number 2.
JF  - EPA number: 050447, 177 pages, November 10, 2004
PY  - 2004
KW  - Roads and Railroads
KW  - Agency number: FHWA-OH-EIS-04-02-F
KW  - Cultural Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Trails
KW  - Transportation
KW  - Wild and Scenic Rivers
KW  - Ohio
KW  - Little Miami River
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Districts
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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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: November 10, 2004
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - SABINE PASS LNG AND PIPELINE PROJECT, CAMERON PARISH, LOUISIANA (DOCKET NOS CP04-47-000, CP04-38-000, CP04-39-000, AND CP04-40-000). [Part 1 of 1]
T2  - SABINE PASS LNG AND PIPELINE PROJECT, CAMERON PARISH, LOUISIANA (DOCKET NOS CP04-47-000, CP04-38-000, CP04-39-000, AND CP04-40-000).
AN  - 36366657; 11249-040530_0001
AB  - PURPOSE: The construction and operation of a liquefied natural gas (LNG) import terminal and natural gas pipeline facilities in Cameron Parish, Louisiana are proposed by Sabine Pass LNG, L.P. and Chiniere Sabine Pass Pipeline Company. The project would involve the construction of a new marine terminal basin connected to the Sabine Pass Channel that would include a ship maneuvering area and two protected berths to unload up to 300 LNG ships per year; installation of two 30-inch-diameter stainless steel insulated LNG pipelines to transfer the LNG from the berth facilities to the LNG storage tanks; three all-metal, double-walled, single containment, top-entry LNG storage tanks, each with a nominal working volume of approximately 160,000 cubic meters (1.0 million barrels) and each with secondary containment dikes capable of containing 110 percent of the gross tank volume; nine intake pumps, each capable of discharging 4,300 gallons per minute (gpm), and 16 sendout pumps, each capable of discharging 1,686 gpm; 16 high-pressure submerged combustion vaporizers with a capacity of approximately 180 million cubic feet per day each, as well as other associated vaporization equipment; three boil-off gas compressors, instrumentation and safety systems, including hazard detection and fire response systems; packaged natural gas turbine/generator sets to generate power for the LNG terminal; ancillary utilities, buildings, and service facilities, including a metering facility; and approximately 16 miles of 42-inch-diameter natural gas pipeline, two metering stations, and associated ancillary pipeline facilities. POSITIVE IMPACTS: The terminal facility would provide service to shippers desiring to contract for the receipt, storage, and vaporization of LNG and deliver natural gas through the associated sendout pipeline to interconnection points with existing pipeline systems in Louisiana, thereby providing an important source of energy for the nation. NEGATIVE IMPACTS: Construction activities would affect 540.3 acres of land for the terminal and pipeline, which includes 35.3 acres of land that would be converted to open water for the marine basin/berth and constriction dpcl areas. In addition, 36.2 acres of shallow water would be converted to deep water in Sabine Pass to allow access from the ship channel to the LNG ship berths and construction dock. Operation of the facilities would affect 341.3 acres of land, of which 236.6 acres would be converted permanently for operation of the LNG terminal facilities and 2.1 acres for the operation of the aboveground pipeline facilities. Most of the affected land would be open land consisting primarily of coastal prairie/grassland and wetlands, and a dredged material placement area at the LNG terminal site. Soils underlaying project structures are hydric, with a high compaction potential. The pipeline would traverse one intermittent stream and four perennial water bodies. A total of 156 acres of wetlands would be affected, including permanent displacement of 17.4 acres of emergent wetland, 30.3 acres of dredged material placement area, and 0.08 acre of emergent wetlands. An additional 0.17 acre of forested wetlands would be converted to emergent wetland. Wetland mitigation measures would be incorporated into the project design. Operational air emissions would exceed state limits for nitrogen oxide and carbon monoxide. LEGAL MANDATES: Department of Energy Organization Act of 1977 (P.L. 95-91), Federal Power Act of 1920 (16 U.S.C. 791a et seq.), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.).
JF  - EPA number: 040530, 623 pages, November 10, 2004
PY  - 2004
VL  - 1
KW  - Energy
KW  - Agency number: FERC/EIS-0170
KW  - Air Quality Standards Violations
KW  - Channels
KW  - Coastal Zones
KW  - Disposal
KW  - Dredging Surveys
KW  - Electric Power
KW  - Fuel Storage
KW  - Harbor Structures
KW  - Natural Gas
KW  - Nitrogen Oxides
KW  - Pipelines
KW  - Rivers
KW  - Terminal Facilities
KW  - Vegetation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Louisiana
KW  - Sabine Pass
KW  - Department of Energy Organization Act of 1977, Compliance
KW  - Federal Power Act of 1920, Licensing
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
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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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 10, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - EASTERN CORRIDOR MULTI-MODAL PROJECTS, HAMILTON AND CLERMONT COUNTIES, OHIO. [Part 1 of 1]
T2  - EASTERN CORRIDOR MULTI-MODAL PROJECTS, HAMILTON AND CLERMONT COUNTIES, OHIO.
AN  - 36366216; 11247-040528_0001
AB  - PURPOSE: The implementation of a multi-modal improvements in the corridor extending between Cincinnati and its eastern suburbs in Hamilton and Clermont counties, Ohio is proposed. The Eastern Corridor is currently characterized by an inadequate transportation network burdened by increasing demand. This detailed Tier 1 study area covers 14 square miles in the eastern sector of the Cincinnati metropolitan area, extending from downtown Cincinnati east to the Interstate 275 (I-275) outer-belt in Clermont County. The project is being implemented using a two-tiered environmental review process. The Tier 1 work, which is the subject of this draft EIS, identifies feasible alternatives fro different multi-modal components, including ranges of preliminary impacts and costs, to be carried through to Tier 2 for detailed study. Feasible alternatives identified during Tier 1 consist of general location and operation corridors. Multi-modal alternatives include various transportation system management actions (including new bike and pedestrian trails following existing transportation routes or on new alignments), improved bus transit (including expanded bus routes, new community circulators, feeder routes to compliment rail transit, and new bus hubs), new rail transit extending from downtown Cincinnati to Milford, and new highway capacity from Red Bank Road at I-71 to State Route 32/I-275 in the Eastgate area of Clermont County. POSITIVE IMPACTS: The ultimate multi-modal plan to be implemented would provide for an integrated system of automobile, bus, and transit movement of people and goods. Existing capacity insufficiencies would be eliminated or improved significantly The program would provide adequate linkage and mobility via the region's key transportation corridors to promote social and economic development. NEGATIVE IMPACTS: Primary impact concerns identified in this Tier 1 document include potential residential and business relocations, crossing of the Little Miami River (a state-administered component of the National Wild and Scenic River System), possible encroachment on parkland, and possible impacts to several historic districts included in the National Register of Historic Places as well as other cultural resources. 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: 040528, 661 pages and maps, November 10, 2004
PY  - 2004
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-OH-EIS-04-02-D
KW  - Cultural Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Trails
KW  - Transportation
KW  - Wild and Scenic Rivers
KW  - Ohio
KW  - Little Miami River
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Districts
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance
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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 - Draft. Preparation date: November 10, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - EASTERN CORRIDOR MULTI-MODAL PROJECTS, HAMILTON AND CLERMONT COUNTIES, OHIO.
AN  - 16358366; 11247
AB  - PURPOSE: The implementation of a multi-modal improvements in the corridor extending between Cincinnati and its eastern suburbs in Hamilton and Clermont counties, Ohio is proposed. The Eastern Corridor is currently characterized by an inadequate transportation network burdened by increasing demand. This detailed Tier 1 study area covers 14 square miles in the eastern sector of the Cincinnati metropolitan area, extending from downtown Cincinnati east to the Interstate 275 (I-275) outer-belt in Clermont County. The project is being implemented using a two-tiered environmental review process. The Tier 1 work, which is the subject of this draft EIS, identifies feasible alternatives fro different multi-modal components, including ranges of preliminary impacts and costs, to be carried through to Tier 2 for detailed study. Feasible alternatives identified during Tier 1 consist of general location and operation corridors. Multi-modal alternatives include various transportation system management actions (including new bike and pedestrian trails following existing transportation routes or on new alignments), improved bus transit (including expanded bus routes, new community circulators, feeder routes to compliment rail transit, and new bus hubs), new rail transit extending from downtown Cincinnati to Milford, and new highway capacity from Red Bank Road at I-71 to State Route 32/I-275 in the Eastgate area of Clermont County. POSITIVE IMPACTS: The ultimate multi-modal plan to be implemented would provide for an integrated system of automobile, bus, and transit movement of people and goods. Existing capacity insufficiencies would be eliminated or improved significantly The program would provide adequate linkage and mobility via the region's key transportation corridors to promote social and economic development. NEGATIVE IMPACTS: Primary impact concerns identified in this Tier 1 document include potential residential and business relocations, crossing of the Little Miami River (a state-administered component of the National Wild and Scenic River System), possible encroachment on parkland, and possible impacts to several historic districts included in the National Register of Historic Places as well as other cultural resources. 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: 040528, 661 pages and maps, November 10, 2004
PY  - 2004
KW  - Roads and Railroads
KW  - Agency number: FHWA-OH-EIS-04-02-D
KW  - Cultural Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Districts
KW  - Parks
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Trails
KW  - Transportation
KW  - Wild and Scenic Rivers
KW  - Ohio
KW  - Little Miami River
KW  - Department of Transportation Act of 1966, Parks
KW  - National Historic Preservation Act of 1966, Historic Districts
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act, Compliance
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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 - Draft. Preparation date: November 10, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SABINE PASS LNG AND PIPELINE PROJECT, CAMERON PARISH, LOUISIANA (DOCKET NOS CP04-47-000, CP04-38-000, CP04-39-000, AND CP04-40-000).
AN  - 16358247; 11249
AB  - PURPOSE: The construction and operation of a liquefied natural gas (LNG) import terminal and natural gas pipeline facilities in Cameron Parish, Louisiana are proposed by Sabine Pass LNG, L.P. and Chiniere Sabine Pass Pipeline Company. The project would involve the construction of a new marine terminal basin connected to the Sabine Pass Channel that would include a ship maneuvering area and two protected berths to unload up to 300 LNG ships per year; installation of two 30-inch-diameter stainless steel insulated LNG pipelines to transfer the LNG from the berth facilities to the LNG storage tanks; three all-metal, double-walled, single containment, top-entry LNG storage tanks, each with a nominal working volume of approximately 160,000 cubic meters (1.0 million barrels) and each with secondary containment dikes capable of containing 110 percent of the gross tank volume; nine intake pumps, each capable of discharging 4,300 gallons per minute (gpm), and 16 sendout pumps, each capable of discharging 1,686 gpm; 16 high-pressure submerged combustion vaporizers with a capacity of approximately 180 million cubic feet per day each, as well as other associated vaporization equipment; three boil-off gas compressors, instrumentation and safety systems, including hazard detection and fire response systems; packaged natural gas turbine/generator sets to generate power for the LNG terminal; ancillary utilities, buildings, and service facilities, including a metering facility; and approximately 16 miles of 42-inch-diameter natural gas pipeline, two metering stations, and associated ancillary pipeline facilities. POSITIVE IMPACTS: The terminal facility would provide service to shippers desiring to contract for the receipt, storage, and vaporization of LNG and deliver natural gas through the associated sendout pipeline to interconnection points with existing pipeline systems in Louisiana, thereby providing an important source of energy for the nation. NEGATIVE IMPACTS: Construction activities would affect 540.3 acres of land for the terminal and pipeline, which includes 35.3 acres of land that would be converted to open water for the marine basin/berth and constriction dpcl areas. In addition, 36.2 acres of shallow water would be converted to deep water in Sabine Pass to allow access from the ship channel to the LNG ship berths and construction dock. Operation of the facilities would affect 341.3 acres of land, of which 236.6 acres would be converted permanently for operation of the LNG terminal facilities and 2.1 acres for the operation of the aboveground pipeline facilities. Most of the affected land would be open land consisting primarily of coastal prairie/grassland and wetlands, and a dredged material placement area at the LNG terminal site. Soils underlaying project structures are hydric, with a high compaction potential. The pipeline would traverse one intermittent stream and four perennial water bodies. A total of 156 acres of wetlands would be affected, including permanent displacement of 17.4 acres of emergent wetland, 30.3 acres of dredged material placement area, and 0.08 acre of emergent wetlands. An additional 0.17 acre of forested wetlands would be converted to emergent wetland. Wetland mitigation measures would be incorporated into the project design. Operational air emissions would exceed state limits for nitrogen oxide and carbon monoxide. LEGAL MANDATES: Department of Energy Organization Act of 1977 (P.L. 95-91), Federal Power Act of 1920 (16 U.S.C. 791a et seq.), and Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.).
JF  - EPA number: 040530, 623 pages, November 10, 2004
PY  - 2004
KW  - Energy
KW  - Agency number: FERC/EIS-0170
KW  - Air Quality Standards Violations
KW  - Channels
KW  - Coastal Zones
KW  - Disposal
KW  - Dredging Surveys
KW  - Electric Power
KW  - Fuel Storage
KW  - Harbor Structures
KW  - Natural Gas
KW  - Nitrogen Oxides
KW  - Pipelines
KW  - Rivers
KW  - Terminal Facilities
KW  - Vegetation
KW  - Wetlands
KW  - Wildlife Habitat
KW  - Louisiana
KW  - Sabine Pass
KW  - Department of Energy Organization Act of 1977, Compliance
KW  - Federal Power Act of 1920, Licensing
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
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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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 10, 2004
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - SOUTHWEST GULF RAILROAD COMPANY, CONSTRUCTION AND OPERATION EXEMPTION, MEDINA COUNTY, TEXAS (FINANCE DOCKET NO. 34284). [Part 1 of 3]
T2  - SOUTHWEST GULF RAILROAD COMPANY, CONSTRUCTION AND OPERATION EXEMPTION, MEDINA COUNTY, TEXAS (FINANCE DOCKET NO. 34284).
AN  - 36368577; 11242-040521_0001
AB  - PURPOSE: The construction and operation of a seven-mile rail line in Medina County, Texas is proposed to connect a proposed Vulcan Construction Materials, LP limestone quarry and the Del Rio subdivision of the Union Pacific Railroad Company (UP) near Dunlay. The project corridor lies 30 mile west of San Antonio in south-central Texas. The Southwest Gulf Railroad Company (the applicant; SGR) would construct and operate the railway. The project would include the construction of a loading track at the primary quarry site to handle and load materials into rail cars. The track 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 area. In addition to the loading track, SGR would construct a rail interchange area close to the connection with the UP line, consisting of a single main track and, possibly a side track, approximately one mile in length; the side track could be used to store a loaded or unloaded train temporarily. SGR would operate approximately four trains per day, including both inbound (empty) and outbound (loaded) traffic. SGR or UP would own, lease, and/or operate the engine and cars on the track. This draft EIS considers truck and conveyor systems mode alternatives and four rail route alternatives as well as a No Action Alternative. POSITIVE IMPACTS: The railway would provide an efficient means of transporting limestone from the quarry to the UP rail line. This would obviate 1,700 truck trips per day to transport the livestone, precluding the need to construct a remote truck-to-rail loading facility near the UP rail line and eliminating the large number of truck trips that would be required to transport the limestone. Rail shipment would provide for rapid supply to markets in the Houston area as well as to other markets in the Southeast, Gulf Coast, and Rio Grande Valley regions of Texas. SGR would also hold itself out as a common carrier and provide service to other industries that might locate in the area in the future. NEGATIVE IMPACTS: The line would traverse six drainage features with intermittent seasonal flow, specifically, Cherry, Quihi, Polecat, and Elm creeks and unnamed tributaries of Elm Creek and Hondo Creek. The proposed rail route would cross one state maintained road (Farm-to-Market 2676) and County Roads 454, 4516, 4512, 365, and 353, creating an at-grade train-car conflict hazard at each crossing point. Two gas pipeline corridors would be crossed, but one of the lines has been removed and the other in inactive. The area near the loading loop (or alternative parallel loading lines) would be susceptible to karst feature development at a higher elevation than the 950-foot contour along Polecat and Elm creeks.
JF  - EPA number: 040521, Draft EIS--261 pages, Appendices A-F--607 pages, 626 pages and maps, November 5, 2004
PY  - 2004
VL  - 1
KW  - Roads and Railroads
KW  - Biologic Assessments
KW  - Creeks
KW  - Cultural Resources
KW  - Motor Vehicles
KW  - Pipelines
KW  - Quarries
KW  - Railroads
KW  - Safety
KW  - Streams
KW  - Transportation
KW  - Texas
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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 - Draft. Preparation date: November 5, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SOUTHWEST GULF RAILROAD COMPANY, CONSTRUCTION AND OPERATION EXEMPTION, MEDINA COUNTY, TEXAS (FINANCE DOCKET NO. 34284). [Part 3 of 3]
T2  - SOUTHWEST GULF RAILROAD COMPANY, CONSTRUCTION AND OPERATION EXEMPTION, MEDINA COUNTY, TEXAS (FINANCE DOCKET NO. 34284).
AN  - 36365751; 11242-040521_0003
AB  - PURPOSE: The construction and operation of a seven-mile rail line in Medina County, Texas is proposed to connect a proposed Vulcan Construction Materials, LP limestone quarry and the Del Rio subdivision of the Union Pacific Railroad Company (UP) near Dunlay. The project corridor lies 30 mile west of San Antonio in south-central Texas. The Southwest Gulf Railroad Company (the applicant; SGR) would construct and operate the railway. The project would include the construction of a loading track at the primary quarry site to handle and load materials into rail cars. The track 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 area. In addition to the loading track, SGR would construct a rail interchange area close to the connection with the UP line, consisting of a single main track and, possibly a side track, approximately one mile in length; the side track could be used to store a loaded or unloaded train temporarily. SGR would operate approximately four trains per day, including both inbound (empty) and outbound (loaded) traffic. SGR or UP would own, lease, and/or operate the engine and cars on the track. This draft EIS considers truck and conveyor systems mode alternatives and four rail route alternatives as well as a No Action Alternative. POSITIVE IMPACTS: The railway would provide an efficient means of transporting limestone from the quarry to the UP rail line. This would obviate 1,700 truck trips per day to transport the livestone, precluding the need to construct a remote truck-to-rail loading facility near the UP rail line and eliminating the large number of truck trips that would be required to transport the limestone. Rail shipment would provide for rapid supply to markets in the Houston area as well as to other markets in the Southeast, Gulf Coast, and Rio Grande Valley regions of Texas. SGR would also hold itself out as a common carrier and provide service to other industries that might locate in the area in the future. NEGATIVE IMPACTS: The line would traverse six drainage features with intermittent seasonal flow, specifically, Cherry, Quihi, Polecat, and Elm creeks and unnamed tributaries of Elm Creek and Hondo Creek. The proposed rail route would cross one state maintained road (Farm-to-Market 2676) and County Roads 454, 4516, 4512, 365, and 353, creating an at-grade train-car conflict hazard at each crossing point. Two gas pipeline corridors would be crossed, but one of the lines has been removed and the other in inactive. The area near the loading loop (or alternative parallel loading lines) would be susceptible to karst feature development at a higher elevation than the 950-foot contour along Polecat and Elm creeks.
JF  - EPA number: 040521, Draft EIS--261 pages, Appendices A-F--607 pages, 626 pages and maps, November 5, 2004
PY  - 2004
VL  - 3
KW  - Roads and Railroads
KW  - Biologic Assessments
KW  - Creeks
KW  - Cultural Resources
KW  - Motor Vehicles
KW  - Pipelines
KW  - Quarries
KW  - Railroads
KW  - Safety
KW  - Streams
KW  - Transportation
KW  - Texas
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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 - Draft. Preparation date: November 5, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - SOUTHWEST GULF RAILROAD COMPANY, CONSTRUCTION AND OPERATION EXEMPTION, MEDINA COUNTY, TEXAS (FINANCE DOCKET NO. 34284). [Part 2 of 3]
T2  - SOUTHWEST GULF RAILROAD COMPANY, CONSTRUCTION AND OPERATION EXEMPTION, MEDINA COUNTY, TEXAS (FINANCE DOCKET NO. 34284).
AN  - 36365692; 11242-040521_0002
AB  - PURPOSE: The construction and operation of a seven-mile rail line in Medina County, Texas is proposed to connect a proposed Vulcan Construction Materials, LP limestone quarry and the Del Rio subdivision of the Union Pacific Railroad Company (UP) near Dunlay. The project corridor lies 30 mile west of San Antonio in south-central Texas. The Southwest Gulf Railroad Company (the applicant; SGR) would construct and operate the railway. The project would include the construction of a loading track at the primary quarry site to handle and load materials into rail cars. The track 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 area. In addition to the loading track, SGR would construct a rail interchange area close to the connection with the UP line, consisting of a single main track and, possibly a side track, approximately one mile in length; the side track could be used to store a loaded or unloaded train temporarily. SGR would operate approximately four trains per day, including both inbound (empty) and outbound (loaded) traffic. SGR or UP would own, lease, and/or operate the engine and cars on the track. This draft EIS considers truck and conveyor systems mode alternatives and four rail route alternatives as well as a No Action Alternative. POSITIVE IMPACTS: The railway would provide an efficient means of transporting limestone from the quarry to the UP rail line. This would obviate 1,700 truck trips per day to transport the livestone, precluding the need to construct a remote truck-to-rail loading facility near the UP rail line and eliminating the large number of truck trips that would be required to transport the limestone. Rail shipment would provide for rapid supply to markets in the Houston area as well as to other markets in the Southeast, Gulf Coast, and Rio Grande Valley regions of Texas. SGR would also hold itself out as a common carrier and provide service to other industries that might locate in the area in the future. NEGATIVE IMPACTS: The line would traverse six drainage features with intermittent seasonal flow, specifically, Cherry, Quihi, Polecat, and Elm creeks and unnamed tributaries of Elm Creek and Hondo Creek. The proposed rail route would cross one state maintained road (Farm-to-Market 2676) and County Roads 454, 4516, 4512, 365, and 353, creating an at-grade train-car conflict hazard at each crossing point. Two gas pipeline corridors would be crossed, but one of the lines has been removed and the other in inactive. The area near the loading loop (or alternative parallel loading lines) would be susceptible to karst feature development at a higher elevation than the 950-foot contour along Polecat and Elm creeks.
JF  - EPA number: 040521, Draft EIS--261 pages, Appendices A-F--607 pages, 626 pages and maps, November 5, 2004
PY  - 2004
VL  - 2
KW  - Roads and Railroads
KW  - Biologic Assessments
KW  - Creeks
KW  - Cultural Resources
KW  - Motor Vehicles
KW  - Pipelines
KW  - Quarries
KW  - Railroads
KW  - Safety
KW  - Streams
KW  - Transportation
KW  - Texas
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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 - Draft. Preparation date: November 5, 2004
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. [Part 5 of 10]
T2  - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK.
AN  - 36369309; 11239-040518_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, are considered in this draft EIS. Two sub-alternatives for three segments are also included in the considerations. Estimated costs of the feasible build alternatives range from $40.4 million to $46.3 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 1.6 to 2.1 acres of wetlands, up to 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. Up to 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 could be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.)
JF  - EPA number: 040518, Draft EIS--389 pages and maps, Appendices A and B--Oversized Maps, Appendix C-135 pages, Appendix D--97 pages and maps, Appendix E--62 pages and maps, Appendix F--61 pages and maps, Appendices G and H-79 pages and maps, Appendices I and J--87 pages and maps, Appendix K--281 pages, Appendices L and M--22 pages, November 3, 2004
PY  - 2004
VL  - 5
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-03-D
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  - Wetlands
KW  - Wildlife Habitat
KW  - New York
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
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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: November 3, 2004
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. [Part 3 of 10]
T2  - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK.
AN  - 36368149; 11239-040518_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, are considered in this draft EIS. Two sub-alternatives for three segments are also included in the considerations. Estimated costs of the feasible build alternatives range from $40.4 million to $46.3 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 1.6 to 2.1 acres of wetlands, up to 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. Up to 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 could be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.)
JF  - EPA number: 040518, Draft EIS--389 pages and maps, Appendices A and B--Oversized Maps, Appendix C-135 pages, Appendix D--97 pages and maps, Appendix E--62 pages and maps, Appendix F--61 pages and maps, Appendices G and H-79 pages and maps, Appendices I and J--87 pages and maps, Appendix K--281 pages, Appendices L and M--22 pages, November 3, 2004
PY  - 2004
VL  - 3
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-03-D
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  - Wetlands
KW  - Wildlife Habitat
KW  - New York
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
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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: November 3, 2004
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. [Part 2 of 10]
T2  - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK.
AN  - 36368103; 11239-040518_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, are considered in this draft EIS. Two sub-alternatives for three segments are also included in the considerations. Estimated costs of the feasible build alternatives range from $40.4 million to $46.3 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 1.6 to 2.1 acres of wetlands, up to 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. Up to 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 could be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.)
JF  - EPA number: 040518, Draft EIS--389 pages and maps, Appendices A and B--Oversized Maps, Appendix C-135 pages, Appendix D--97 pages and maps, Appendix E--62 pages and maps, Appendix F--61 pages and maps, Appendices G and H-79 pages and maps, Appendices I and J--87 pages and maps, Appendix K--281 pages, Appendices L and M--22 pages, November 3, 2004
PY  - 2004
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-03-D
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  - 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/36368103?accountid=14244
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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: November 3, 2004
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. [Part 8 of 10]
T2  - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK.
AN  - 36367526; 11239-040518_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, are considered in this draft EIS. Two sub-alternatives for three segments are also included in the considerations. Estimated costs of the feasible build alternatives range from $40.4 million to $46.3 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 1.6 to 2.1 acres of wetlands, up to 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. Up to 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 could be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.)
JF  - EPA number: 040518, Draft EIS--389 pages and maps, Appendices A and B--Oversized Maps, Appendix C-135 pages, Appendix D--97 pages and maps, Appendix E--62 pages and maps, Appendix F--61 pages and maps, Appendices G and H-79 pages and maps, Appendices I and J--87 pages and maps, Appendix K--281 pages, Appendices L and M--22 pages, November 3, 2004
PY  - 2004
VL  - 8
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-03-D
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  - 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/36367526?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-11-03&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: November 3, 2004
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. [Part 10 of 10]
T2  - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK.
AN  - 36366792; 11239-040518_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, are considered in this draft EIS. Two sub-alternatives for three segments are also included in the considerations. Estimated costs of the feasible build alternatives range from $40.4 million to $46.3 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 1.6 to 2.1 acres of wetlands, up to 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. Up to 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 could be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.)
JF  - EPA number: 040518, Draft EIS--389 pages and maps, Appendices A and B--Oversized Maps, Appendix C-135 pages, Appendix D--97 pages and maps, Appendix E--62 pages and maps, Appendix F--61 pages and maps, Appendices G and H-79 pages and maps, Appendices I and J--87 pages and maps, Appendix K--281 pages, Appendices L and M--22 pages, November 3, 2004
PY  - 2004
VL  - 10
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-03-D
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  - Wetlands
KW  - Wildlife Habitat
KW  - New York
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
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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: November 3, 2004
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. [Part 9 of 10]
T2  - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK.
AN  - 36366726; 11239-040518_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, are considered in this draft EIS. Two sub-alternatives for three segments are also included in the considerations. Estimated costs of the feasible build alternatives range from $40.4 million to $46.3 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 1.6 to 2.1 acres of wetlands, up to 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. Up to 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 could be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.)
JF  - EPA number: 040518, Draft EIS--389 pages and maps, Appendices A and B--Oversized Maps, Appendix C-135 pages, Appendix D--97 pages and maps, Appendix E--62 pages and maps, Appendix F--61 pages and maps, Appendices G and H-79 pages and maps, Appendices I and J--87 pages and maps, Appendix K--281 pages, Appendices L and M--22 pages, November 3, 2004
PY  - 2004
VL  - 9
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-03-D
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  - 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/36366726?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-11-03&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: November 3, 2004
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. [Part 7 of 10]
T2  - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK.
AN  - 36365683; 11239-040518_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, are considered in this draft EIS. Two sub-alternatives for three segments are also included in the considerations. Estimated costs of the feasible build alternatives range from $40.4 million to $46.3 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 1.6 to 2.1 acres of wetlands, up to 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. Up to 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 could be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.)
JF  - EPA number: 040518, Draft EIS--389 pages and maps, Appendices A and B--Oversized Maps, Appendix C-135 pages, Appendix D--97 pages and maps, Appendix E--62 pages and maps, Appendix F--61 pages and maps, Appendices G and H-79 pages and maps, Appendices I and J--87 pages and maps, Appendix K--281 pages, Appendices L and M--22 pages, November 3, 2004
PY  - 2004
VL  - 7
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-03-D
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  - 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/36365683?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-11-03&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: November 3, 2004
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. [Part 6 of 10]
T2  - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK.
AN  - 36365636; 11239-040518_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, are considered in this draft EIS. Two sub-alternatives for three segments are also included in the considerations. Estimated costs of the feasible build alternatives range from $40.4 million to $46.3 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 1.6 to 2.1 acres of wetlands, up to 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. Up to 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 could be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.)
JF  - EPA number: 040518, Draft EIS--389 pages and maps, Appendices A and B--Oversized Maps, Appendix C-135 pages, Appendix D--97 pages and maps, Appendix E--62 pages and maps, Appendix F--61 pages and maps, Appendices G and H-79 pages and maps, Appendices I and J--87 pages and maps, Appendix K--281 pages, Appendices L and M--22 pages, November 3, 2004
PY  - 2004
VL  - 6
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-03-D
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  - 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/36365636?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-11-03&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: November 3, 2004
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. [Part 1 of 10]
T2  - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK.
AN  - 36365114; 11239-040518_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, are considered in this draft EIS. Two sub-alternatives for three segments are also included in the considerations. Estimated costs of the feasible build alternatives range from $40.4 million to $46.3 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 1.6 to 2.1 acres of wetlands, up to 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. Up to 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 could be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.)
JF  - EPA number: 040518, Draft EIS--389 pages and maps, Appendices A and B--Oversized Maps, Appendix C-135 pages, Appendix D--97 pages and maps, Appendix E--62 pages and maps, Appendix F--61 pages and maps, Appendices G and H-79 pages and maps, Appendices I and J--87 pages and maps, Appendix K--281 pages, Appendices L and M--22 pages, November 3, 2004
PY  - 2004
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-03-D
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  - Wetlands
KW  - Wildlife Habitat
KW  - New York
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
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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: November 3, 2004
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. [Part 4 of 10]
T2  - NYS ROUTE 17, ELMIRA TO CHEMUNG, TOWN AND CITY OF ELMIRA, TOWNS OF ASHLAND AND CHEMUNG, CHEMUNG COUNTY, NEW YORK.
AN  - 36363387; 11239-040518_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, are considered in this draft EIS. Two sub-alternatives for three segments are also included in the considerations. Estimated costs of the feasible build alternatives range from $40.4 million to $46.3 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 1.6 to 2.1 acres of wetlands, up to 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. Up to 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 could be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.)
JF  - EPA number: 040518, Draft EIS--389 pages and maps, Appendices A and B--Oversized Maps, Appendix C-135 pages, Appendix D--97 pages and maps, Appendix E--62 pages and maps, Appendix F--61 pages and maps, Appendices G and H-79 pages and maps, Appendices I and J--87 pages and maps, Appendix K--281 pages, Appendices L and M--22 pages, November 3, 2004
PY  - 2004
VL  - 4
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-03-D
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  - 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/36363387?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-11-03&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: November 3, 2004
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  - 16359029; 11239
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 draft EIS. Two sub-alternatives for three segments are also included in the considerations. Estimated costs of the feasible build alternatives range from $40.4 million to $46.3 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 1.6 to 2.1 acres of wetlands, up to 4.34 acres of farmland of federal importance and 4.46 acres of acres of farmland of state important, and terrestrial wildlife habitat. Up to 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 could be altered, and visual aesthetics would be degraded. LEGAL MANDATES: Federal Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.)
JF  - EPA number: 040518, Draft EIS--389 pages and maps, Appendices A and B--Oversized Maps, Appendix C-135 pages, Appendix D--97 pages and maps, Appendix E--62 pages and maps, Appendix F--61 pages and maps, Appendices G and H-79 pages and maps, Appendices I and J--87 pages and maps, Appendix K--281 pages, Appendices L and M--22 pages, November 3, 2004
PY  - 2004
KW  - Roads and Railroads
KW  - Agency number: FHWA-NY-EIS-04-03-D
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  - Wetlands
KW  - Wildlife Habitat
KW  - New York
KW  - Federal Water Pollution Control Act of 1972, Section 404 Permits
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-11-03&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: November 3, 2004
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS. [Part 16 of 16]
T2  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS.
AN  - 905874390; 11237-6_0016
AB  - PURPOSE: The construction of a 15-mile segment of State Highway (SH) 121 on a new alignment from Interstate 30 (I-30) to Farm-to-Market (FM) 1187 in Fort Worth, Tarrant County, Texas is proposed. I-30 is a major interstate highway that facilitates traffic moving east-west through the Dallas/Fort Worth area. FM 1187 is a major arterial, included in the National Highway System, that serves traffic moving through southern Tarrant County. Initially, the project, to be known as the Southwest Parkway, would provide four lanes between I-30 and I-20 and two lanes south of I-20 to FM 1187. Ultimately, the proposed highway would consist of six travel lanes from I-30 to I-20 and four travel lanes from I-20 to FM 1187. The facility would feature fully controlled access, providing frontage roads only in those locations where such roads would be essential to maintenance of local street circulation and continuity. Minimum rights-of-way widths would range from 220 feet where no frontage roads were required to 310 feet where frontage roads were necessary. A portion of the proposed facility would be operated as a toll road. Major interchanges would be provided at I-30 and I-20/SH 183. The project would be a part of a larger project that would provide a multi-lane controlled access highway extending from I-30 near downtown Fort Worth to US 67 in Cleburne, Texas. Six alternatives, including a No-Build Alternative, are considered in this final EIS. Cost of the ultimate facility is estimated at $342 million. POSITIVE IMPACTS: The project would provide a major link in the regional highway network. The facility would constitute a needed alternate relief route for the already congested urban arterials serving southwest Tarrant County as well as the I-30 and I-35W corridors. NEGATIVE IMPACTS: Rights-of-way requirements would displace 635 acres and, along three miles of the new highway, new rights-of-way development would result in displacement of commercial, residential, and county property, as well as a place of worship and a motel. The highway could result in an undesirably rapid increase in development in the areas adjacent to the corridor, and highway structures would mar visual aesthetics in the area. The project would affect jurisdictional wetlands. 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 03-0211D, Volume 27, Number 2.
JF  - EPA number: 040516, Volume 1--412 pages and maps, Volume 2--276 pages, November 2, 2004
PY  - 2004
VL  - 16
KW  - Roads and Railroads
KW  - Agency number: FHWA-TX-EIS-99-05-F
KW  - Highway Structures
KW  - Highways
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Wetlands
KW  - Texas
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, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874390?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-11-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+COUNTY%2C+TEXAS.&rft.title=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 2, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS. [Part 15 of 16]
T2  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS.
AN  - 905874250; 11237-6_0015
AB  - PURPOSE: The construction of a 15-mile segment of State Highway (SH) 121 on a new alignment from Interstate 30 (I-30) to Farm-to-Market (FM) 1187 in Fort Worth, Tarrant County, Texas is proposed. I-30 is a major interstate highway that facilitates traffic moving east-west through the Dallas/Fort Worth area. FM 1187 is a major arterial, included in the National Highway System, that serves traffic moving through southern Tarrant County. Initially, the project, to be known as the Southwest Parkway, would provide four lanes between I-30 and I-20 and two lanes south of I-20 to FM 1187. Ultimately, the proposed highway would consist of six travel lanes from I-30 to I-20 and four travel lanes from I-20 to FM 1187. The facility would feature fully controlled access, providing frontage roads only in those locations where such roads would be essential to maintenance of local street circulation and continuity. Minimum rights-of-way widths would range from 220 feet where no frontage roads were required to 310 feet where frontage roads were necessary. A portion of the proposed facility would be operated as a toll road. Major interchanges would be provided at I-30 and I-20/SH 183. The project would be a part of a larger project that would provide a multi-lane controlled access highway extending from I-30 near downtown Fort Worth to US 67 in Cleburne, Texas. Six alternatives, including a No-Build Alternative, are considered in this final EIS. Cost of the ultimate facility is estimated at $342 million. POSITIVE IMPACTS: The project would provide a major link in the regional highway network. The facility would constitute a needed alternate relief route for the already congested urban arterials serving southwest Tarrant County as well as the I-30 and I-35W corridors. NEGATIVE IMPACTS: Rights-of-way requirements would displace 635 acres and, along three miles of the new highway, new rights-of-way development would result in displacement of commercial, residential, and county property, as well as a place of worship and a motel. The highway could result in an undesirably rapid increase in development in the areas adjacent to the corridor, and highway structures would mar visual aesthetics in the area. The project would affect jurisdictional wetlands. 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 03-0211D, Volume 27, Number 2.
JF  - EPA number: 040516, Volume 1--412 pages and maps, Volume 2--276 pages, November 2, 2004
PY  - 2004
VL  - 15
KW  - Roads and Railroads
KW  - Agency number: FHWA-TX-EIS-99-05-F
KW  - Highway Structures
KW  - Highways
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Wetlands
KW  - Texas
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, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874250?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-11-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+COUNTY%2C+TEXAS.&rft.title=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 2, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS. [Part 14 of 16]
T2  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS.
AN  - 905874249; 11237-6_0014
AB  - PURPOSE: The construction of a 15-mile segment of State Highway (SH) 121 on a new alignment from Interstate 30 (I-30) to Farm-to-Market (FM) 1187 in Fort Worth, Tarrant County, Texas is proposed. I-30 is a major interstate highway that facilitates traffic moving east-west through the Dallas/Fort Worth area. FM 1187 is a major arterial, included in the National Highway System, that serves traffic moving through southern Tarrant County. Initially, the project, to be known as the Southwest Parkway, would provide four lanes between I-30 and I-20 and two lanes south of I-20 to FM 1187. Ultimately, the proposed highway would consist of six travel lanes from I-30 to I-20 and four travel lanes from I-20 to FM 1187. The facility would feature fully controlled access, providing frontage roads only in those locations where such roads would be essential to maintenance of local street circulation and continuity. Minimum rights-of-way widths would range from 220 feet where no frontage roads were required to 310 feet where frontage roads were necessary. A portion of the proposed facility would be operated as a toll road. Major interchanges would be provided at I-30 and I-20/SH 183. The project would be a part of a larger project that would provide a multi-lane controlled access highway extending from I-30 near downtown Fort Worth to US 67 in Cleburne, Texas. Six alternatives, including a No-Build Alternative, are considered in this final EIS. Cost of the ultimate facility is estimated at $342 million. POSITIVE IMPACTS: The project would provide a major link in the regional highway network. The facility would constitute a needed alternate relief route for the already congested urban arterials serving southwest Tarrant County as well as the I-30 and I-35W corridors. NEGATIVE IMPACTS: Rights-of-way requirements would displace 635 acres and, along three miles of the new highway, new rights-of-way development would result in displacement of commercial, residential, and county property, as well as a place of worship and a motel. The highway could result in an undesirably rapid increase in development in the areas adjacent to the corridor, and highway structures would mar visual aesthetics in the area. The project would affect jurisdictional wetlands. 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 03-0211D, Volume 27, Number 2.
JF  - EPA number: 040516, Volume 1--412 pages and maps, Volume 2--276 pages, November 2, 2004
PY  - 2004
VL  - 14
KW  - Roads and Railroads
KW  - Agency number: FHWA-TX-EIS-99-05-F
KW  - Highway Structures
KW  - Highways
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Wetlands
KW  - Texas
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, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874249?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-11-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+COUNTY%2C+TEXAS.&rft.title=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 2, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS. [Part 13 of 16]
T2  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS.
AN  - 905874245; 11237-6_0013
AB  - PURPOSE: The construction of a 15-mile segment of State Highway (SH) 121 on a new alignment from Interstate 30 (I-30) to Farm-to-Market (FM) 1187 in Fort Worth, Tarrant County, Texas is proposed. I-30 is a major interstate highway that facilitates traffic moving east-west through the Dallas/Fort Worth area. FM 1187 is a major arterial, included in the National Highway System, that serves traffic moving through southern Tarrant County. Initially, the project, to be known as the Southwest Parkway, would provide four lanes between I-30 and I-20 and two lanes south of I-20 to FM 1187. Ultimately, the proposed highway would consist of six travel lanes from I-30 to I-20 and four travel lanes from I-20 to FM 1187. The facility would feature fully controlled access, providing frontage roads only in those locations where such roads would be essential to maintenance of local street circulation and continuity. Minimum rights-of-way widths would range from 220 feet where no frontage roads were required to 310 feet where frontage roads were necessary. A portion of the proposed facility would be operated as a toll road. Major interchanges would be provided at I-30 and I-20/SH 183. The project would be a part of a larger project that would provide a multi-lane controlled access highway extending from I-30 near downtown Fort Worth to US 67 in Cleburne, Texas. Six alternatives, including a No-Build Alternative, are considered in this final EIS. Cost of the ultimate facility is estimated at $342 million. POSITIVE IMPACTS: The project would provide a major link in the regional highway network. The facility would constitute a needed alternate relief route for the already congested urban arterials serving southwest Tarrant County as well as the I-30 and I-35W corridors. NEGATIVE IMPACTS: Rights-of-way requirements would displace 635 acres and, along three miles of the new highway, new rights-of-way development would result in displacement of commercial, residential, and county property, as well as a place of worship and a motel. The highway could result in an undesirably rapid increase in development in the areas adjacent to the corridor, and highway structures would mar visual aesthetics in the area. The project would affect jurisdictional wetlands. 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 03-0211D, Volume 27, Number 2.
JF  - EPA number: 040516, Volume 1--412 pages and maps, Volume 2--276 pages, November 2, 2004
PY  - 2004
VL  - 13
KW  - Roads and Railroads
KW  - Agency number: FHWA-TX-EIS-99-05-F
KW  - Highway Structures
KW  - Highways
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Wetlands
KW  - Texas
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, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874245?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-11-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+COUNTY%2C+TEXAS.&rft.title=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 2, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS. [Part 12 of 16]
T2  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS.
AN  - 905874242; 11237-6_0012
AB  - PURPOSE: The construction of a 15-mile segment of State Highway (SH) 121 on a new alignment from Interstate 30 (I-30) to Farm-to-Market (FM) 1187 in Fort Worth, Tarrant County, Texas is proposed. I-30 is a major interstate highway that facilitates traffic moving east-west through the Dallas/Fort Worth area. FM 1187 is a major arterial, included in the National Highway System, that serves traffic moving through southern Tarrant County. Initially, the project, to be known as the Southwest Parkway, would provide four lanes between I-30 and I-20 and two lanes south of I-20 to FM 1187. Ultimately, the proposed highway would consist of six travel lanes from I-30 to I-20 and four travel lanes from I-20 to FM 1187. The facility would feature fully controlled access, providing frontage roads only in those locations where such roads would be essential to maintenance of local street circulation and continuity. Minimum rights-of-way widths would range from 220 feet where no frontage roads were required to 310 feet where frontage roads were necessary. A portion of the proposed facility would be operated as a toll road. Major interchanges would be provided at I-30 and I-20/SH 183. The project would be a part of a larger project that would provide a multi-lane controlled access highway extending from I-30 near downtown Fort Worth to US 67 in Cleburne, Texas. Six alternatives, including a No-Build Alternative, are considered in this final EIS. Cost of the ultimate facility is estimated at $342 million. POSITIVE IMPACTS: The project would provide a major link in the regional highway network. The facility would constitute a needed alternate relief route for the already congested urban arterials serving southwest Tarrant County as well as the I-30 and I-35W corridors. NEGATIVE IMPACTS: Rights-of-way requirements would displace 635 acres and, along three miles of the new highway, new rights-of-way development would result in displacement of commercial, residential, and county property, as well as a place of worship and a motel. The highway could result in an undesirably rapid increase in development in the areas adjacent to the corridor, and highway structures would mar visual aesthetics in the area. The project would affect jurisdictional wetlands. 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 03-0211D, Volume 27, Number 2.
JF  - EPA number: 040516, Volume 1--412 pages and maps, Volume 2--276 pages, November 2, 2004
PY  - 2004
VL  - 12
KW  - Roads and Railroads
KW  - Agency number: FHWA-TX-EIS-99-05-F
KW  - Highway Structures
KW  - Highways
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Wetlands
KW  - Texas
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, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874242?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-11-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+COUNTY%2C+TEXAS.&rft.title=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 2, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS. [Part 11 of 16]
T2  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS.
AN  - 905874237; 11237-6_0011
AB  - PURPOSE: The construction of a 15-mile segment of State Highway (SH) 121 on a new alignment from Interstate 30 (I-30) to Farm-to-Market (FM) 1187 in Fort Worth, Tarrant County, Texas is proposed. I-30 is a major interstate highway that facilitates traffic moving east-west through the Dallas/Fort Worth area. FM 1187 is a major arterial, included in the National Highway System, that serves traffic moving through southern Tarrant County. Initially, the project, to be known as the Southwest Parkway, would provide four lanes between I-30 and I-20 and two lanes south of I-20 to FM 1187. Ultimately, the proposed highway would consist of six travel lanes from I-30 to I-20 and four travel lanes from I-20 to FM 1187. The facility would feature fully controlled access, providing frontage roads only in those locations where such roads would be essential to maintenance of local street circulation and continuity. Minimum rights-of-way widths would range from 220 feet where no frontage roads were required to 310 feet where frontage roads were necessary. A portion of the proposed facility would be operated as a toll road. Major interchanges would be provided at I-30 and I-20/SH 183. The project would be a part of a larger project that would provide a multi-lane controlled access highway extending from I-30 near downtown Fort Worth to US 67 in Cleburne, Texas. Six alternatives, including a No-Build Alternative, are considered in this final EIS. Cost of the ultimate facility is estimated at $342 million. POSITIVE IMPACTS: The project would provide a major link in the regional highway network. The facility would constitute a needed alternate relief route for the already congested urban arterials serving southwest Tarrant County as well as the I-30 and I-35W corridors. NEGATIVE IMPACTS: Rights-of-way requirements would displace 635 acres and, along three miles of the new highway, new rights-of-way development would result in displacement of commercial, residential, and county property, as well as a place of worship and a motel. The highway could result in an undesirably rapid increase in development in the areas adjacent to the corridor, and highway structures would mar visual aesthetics in the area. The project would affect jurisdictional wetlands. 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 03-0211D, Volume 27, Number 2.
JF  - EPA number: 040516, Volume 1--412 pages and maps, Volume 2--276 pages, November 2, 2004
PY  - 2004
VL  - 11
KW  - Roads and Railroads
KW  - Agency number: FHWA-TX-EIS-99-05-F
KW  - Highway Structures
KW  - Highways
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Wetlands
KW  - Texas
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, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874237?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-11-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+COUNTY%2C+TEXAS.&rft.title=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 2, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS. [Part 10 of 16]
T2  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS.
AN  - 905874230; 11237-6_0010
AB  - PURPOSE: The construction of a 15-mile segment of State Highway (SH) 121 on a new alignment from Interstate 30 (I-30) to Farm-to-Market (FM) 1187 in Fort Worth, Tarrant County, Texas is proposed. I-30 is a major interstate highway that facilitates traffic moving east-west through the Dallas/Fort Worth area. FM 1187 is a major arterial, included in the National Highway System, that serves traffic moving through southern Tarrant County. Initially, the project, to be known as the Southwest Parkway, would provide four lanes between I-30 and I-20 and two lanes south of I-20 to FM 1187. Ultimately, the proposed highway would consist of six travel lanes from I-30 to I-20 and four travel lanes from I-20 to FM 1187. The facility would feature fully controlled access, providing frontage roads only in those locations where such roads would be essential to maintenance of local street circulation and continuity. Minimum rights-of-way widths would range from 220 feet where no frontage roads were required to 310 feet where frontage roads were necessary. A portion of the proposed facility would be operated as a toll road. Major interchanges would be provided at I-30 and I-20/SH 183. The project would be a part of a larger project that would provide a multi-lane controlled access highway extending from I-30 near downtown Fort Worth to US 67 in Cleburne, Texas. Six alternatives, including a No-Build Alternative, are considered in this final EIS. Cost of the ultimate facility is estimated at $342 million. POSITIVE IMPACTS: The project would provide a major link in the regional highway network. The facility would constitute a needed alternate relief route for the already congested urban arterials serving southwest Tarrant County as well as the I-30 and I-35W corridors. NEGATIVE IMPACTS: Rights-of-way requirements would displace 635 acres and, along three miles of the new highway, new rights-of-way development would result in displacement of commercial, residential, and county property, as well as a place of worship and a motel. The highway could result in an undesirably rapid increase in development in the areas adjacent to the corridor, and highway structures would mar visual aesthetics in the area. The project would affect jurisdictional wetlands. 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 03-0211D, Volume 27, Number 2.
JF  - EPA number: 040516, Volume 1--412 pages and maps, Volume 2--276 pages, November 2, 2004
PY  - 2004
VL  - 10
KW  - Roads and Railroads
KW  - Agency number: FHWA-TX-EIS-99-05-F
KW  - Highway Structures
KW  - Highways
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Wetlands
KW  - Texas
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, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874230?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-11-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+COUNTY%2C+TEXAS.&rft.title=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 2, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS. [Part 9 of 16]
T2  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS.
AN  - 905874226; 11237-6_0009
AB  - PURPOSE: The construction of a 15-mile segment of State Highway (SH) 121 on a new alignment from Interstate 30 (I-30) to Farm-to-Market (FM) 1187 in Fort Worth, Tarrant County, Texas is proposed. I-30 is a major interstate highway that facilitates traffic moving east-west through the Dallas/Fort Worth area. FM 1187 is a major arterial, included in the National Highway System, that serves traffic moving through southern Tarrant County. Initially, the project, to be known as the Southwest Parkway, would provide four lanes between I-30 and I-20 and two lanes south of I-20 to FM 1187. Ultimately, the proposed highway would consist of six travel lanes from I-30 to I-20 and four travel lanes from I-20 to FM 1187. The facility would feature fully controlled access, providing frontage roads only in those locations where such roads would be essential to maintenance of local street circulation and continuity. Minimum rights-of-way widths would range from 220 feet where no frontage roads were required to 310 feet where frontage roads were necessary. A portion of the proposed facility would be operated as a toll road. Major interchanges would be provided at I-30 and I-20/SH 183. The project would be a part of a larger project that would provide a multi-lane controlled access highway extending from I-30 near downtown Fort Worth to US 67 in Cleburne, Texas. Six alternatives, including a No-Build Alternative, are considered in this final EIS. Cost of the ultimate facility is estimated at $342 million. POSITIVE IMPACTS: The project would provide a major link in the regional highway network. The facility would constitute a needed alternate relief route for the already congested urban arterials serving southwest Tarrant County as well as the I-30 and I-35W corridors. NEGATIVE IMPACTS: Rights-of-way requirements would displace 635 acres and, along three miles of the new highway, new rights-of-way development would result in displacement of commercial, residential, and county property, as well as a place of worship and a motel. The highway could result in an undesirably rapid increase in development in the areas adjacent to the corridor, and highway structures would mar visual aesthetics in the area. The project would affect jurisdictional wetlands. 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 03-0211D, Volume 27, Number 2.
JF  - EPA number: 040516, Volume 1--412 pages and maps, Volume 2--276 pages, November 2, 2004
PY  - 2004
VL  - 9
KW  - Roads and Railroads
KW  - Agency number: FHWA-TX-EIS-99-05-F
KW  - Highway Structures
KW  - Highways
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Wetlands
KW  - Texas
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, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874226?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-11-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+COUNTY%2C+TEXAS.&rft.title=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 2, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS. [Part 8 of 16]
T2  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS.
AN  - 905874223; 11237-6_0008
AB  - PURPOSE: The construction of a 15-mile segment of State Highway (SH) 121 on a new alignment from Interstate 30 (I-30) to Farm-to-Market (FM) 1187 in Fort Worth, Tarrant County, Texas is proposed. I-30 is a major interstate highway that facilitates traffic moving east-west through the Dallas/Fort Worth area. FM 1187 is a major arterial, included in the National Highway System, that serves traffic moving through southern Tarrant County. Initially, the project, to be known as the Southwest Parkway, would provide four lanes between I-30 and I-20 and two lanes south of I-20 to FM 1187. Ultimately, the proposed highway would consist of six travel lanes from I-30 to I-20 and four travel lanes from I-20 to FM 1187. The facility would feature fully controlled access, providing frontage roads only in those locations where such roads would be essential to maintenance of local street circulation and continuity. Minimum rights-of-way widths would range from 220 feet where no frontage roads were required to 310 feet where frontage roads were necessary. A portion of the proposed facility would be operated as a toll road. Major interchanges would be provided at I-30 and I-20/SH 183. The project would be a part of a larger project that would provide a multi-lane controlled access highway extending from I-30 near downtown Fort Worth to US 67 in Cleburne, Texas. Six alternatives, including a No-Build Alternative, are considered in this final EIS. Cost of the ultimate facility is estimated at $342 million. POSITIVE IMPACTS: The project would provide a major link in the regional highway network. The facility would constitute a needed alternate relief route for the already congested urban arterials serving southwest Tarrant County as well as the I-30 and I-35W corridors. NEGATIVE IMPACTS: Rights-of-way requirements would displace 635 acres and, along three miles of the new highway, new rights-of-way development would result in displacement of commercial, residential, and county property, as well as a place of worship and a motel. The highway could result in an undesirably rapid increase in development in the areas adjacent to the corridor, and highway structures would mar visual aesthetics in the area. The project would affect jurisdictional wetlands. 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 03-0211D, Volume 27, Number 2.
JF  - EPA number: 040516, Volume 1--412 pages and maps, Volume 2--276 pages, November 2, 2004
PY  - 2004
VL  - 8
KW  - Roads and Railroads
KW  - Agency number: FHWA-TX-EIS-99-05-F
KW  - Highway Structures
KW  - Highways
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Wetlands
KW  - Texas
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, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874223?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-11-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+COUNTY%2C+TEXAS.&rft.title=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 2, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS. [Part 7 of 16]
T2  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS.
AN  - 905874221; 11237-6_0007
AB  - PURPOSE: The construction of a 15-mile segment of State Highway (SH) 121 on a new alignment from Interstate 30 (I-30) to Farm-to-Market (FM) 1187 in Fort Worth, Tarrant County, Texas is proposed. I-30 is a major interstate highway that facilitates traffic moving east-west through the Dallas/Fort Worth area. FM 1187 is a major arterial, included in the National Highway System, that serves traffic moving through southern Tarrant County. Initially, the project, to be known as the Southwest Parkway, would provide four lanes between I-30 and I-20 and two lanes south of I-20 to FM 1187. Ultimately, the proposed highway would consist of six travel lanes from I-30 to I-20 and four travel lanes from I-20 to FM 1187. The facility would feature fully controlled access, providing frontage roads only in those locations where such roads would be essential to maintenance of local street circulation and continuity. Minimum rights-of-way widths would range from 220 feet where no frontage roads were required to 310 feet where frontage roads were necessary. A portion of the proposed facility would be operated as a toll road. Major interchanges would be provided at I-30 and I-20/SH 183. The project would be a part of a larger project that would provide a multi-lane controlled access highway extending from I-30 near downtown Fort Worth to US 67 in Cleburne, Texas. Six alternatives, including a No-Build Alternative, are considered in this final EIS. Cost of the ultimate facility is estimated at $342 million. POSITIVE IMPACTS: The project would provide a major link in the regional highway network. The facility would constitute a needed alternate relief route for the already congested urban arterials serving southwest Tarrant County as well as the I-30 and I-35W corridors. NEGATIVE IMPACTS: Rights-of-way requirements would displace 635 acres and, along three miles of the new highway, new rights-of-way development would result in displacement of commercial, residential, and county property, as well as a place of worship and a motel. The highway could result in an undesirably rapid increase in development in the areas adjacent to the corridor, and highway structures would mar visual aesthetics in the area. The project would affect jurisdictional wetlands. 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 03-0211D, Volume 27, Number 2.
JF  - EPA number: 040516, Volume 1--412 pages and maps, Volume 2--276 pages, November 2, 2004
PY  - 2004
VL  - 7
KW  - Roads and Railroads
KW  - Agency number: FHWA-TX-EIS-99-05-F
KW  - Highway Structures
KW  - Highways
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Wetlands
KW  - Texas
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, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874221?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-11-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+COUNTY%2C+TEXAS.&rft.title=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 2, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS. [Part 6 of 16]
T2  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS.
AN  - 905874214; 11237-6_0006
AB  - PURPOSE: The construction of a 15-mile segment of State Highway (SH) 121 on a new alignment from Interstate 30 (I-30) to Farm-to-Market (FM) 1187 in Fort Worth, Tarrant County, Texas is proposed. I-30 is a major interstate highway that facilitates traffic moving east-west through the Dallas/Fort Worth area. FM 1187 is a major arterial, included in the National Highway System, that serves traffic moving through southern Tarrant County. Initially, the project, to be known as the Southwest Parkway, would provide four lanes between I-30 and I-20 and two lanes south of I-20 to FM 1187. Ultimately, the proposed highway would consist of six travel lanes from I-30 to I-20 and four travel lanes from I-20 to FM 1187. The facility would feature fully controlled access, providing frontage roads only in those locations where such roads would be essential to maintenance of local street circulation and continuity. Minimum rights-of-way widths would range from 220 feet where no frontage roads were required to 310 feet where frontage roads were necessary. A portion of the proposed facility would be operated as a toll road. Major interchanges would be provided at I-30 and I-20/SH 183. The project would be a part of a larger project that would provide a multi-lane controlled access highway extending from I-30 near downtown Fort Worth to US 67 in Cleburne, Texas. Six alternatives, including a No-Build Alternative, are considered in this final EIS. Cost of the ultimate facility is estimated at $342 million. POSITIVE IMPACTS: The project would provide a major link in the regional highway network. The facility would constitute a needed alternate relief route for the already congested urban arterials serving southwest Tarrant County as well as the I-30 and I-35W corridors. NEGATIVE IMPACTS: Rights-of-way requirements would displace 635 acres and, along three miles of the new highway, new rights-of-way development would result in displacement of commercial, residential, and county property, as well as a place of worship and a motel. The highway could result in an undesirably rapid increase in development in the areas adjacent to the corridor, and highway structures would mar visual aesthetics in the area. The project would affect jurisdictional wetlands. 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 03-0211D, Volume 27, Number 2.
JF  - EPA number: 040516, Volume 1--412 pages and maps, Volume 2--276 pages, November 2, 2004
PY  - 2004
VL  - 6
KW  - Roads and Railroads
KW  - Agency number: FHWA-TX-EIS-99-05-F
KW  - Highway Structures
KW  - Highways
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Wetlands
KW  - Texas
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, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874214?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-11-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+COUNTY%2C+TEXAS.&rft.title=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 2, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS. [Part 5 of 16]
T2  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS.
AN  - 905874213; 11237-6_0005
AB  - PURPOSE: The construction of a 15-mile segment of State Highway (SH) 121 on a new alignment from Interstate 30 (I-30) to Farm-to-Market (FM) 1187 in Fort Worth, Tarrant County, Texas is proposed. I-30 is a major interstate highway that facilitates traffic moving east-west through the Dallas/Fort Worth area. FM 1187 is a major arterial, included in the National Highway System, that serves traffic moving through southern Tarrant County. Initially, the project, to be known as the Southwest Parkway, would provide four lanes between I-30 and I-20 and two lanes south of I-20 to FM 1187. Ultimately, the proposed highway would consist of six travel lanes from I-30 to I-20 and four travel lanes from I-20 to FM 1187. The facility would feature fully controlled access, providing frontage roads only in those locations where such roads would be essential to maintenance of local street circulation and continuity. Minimum rights-of-way widths would range from 220 feet where no frontage roads were required to 310 feet where frontage roads were necessary. A portion of the proposed facility would be operated as a toll road. Major interchanges would be provided at I-30 and I-20/SH 183. The project would be a part of a larger project that would provide a multi-lane controlled access highway extending from I-30 near downtown Fort Worth to US 67 in Cleburne, Texas. Six alternatives, including a No-Build Alternative, are considered in this final EIS. Cost of the ultimate facility is estimated at $342 million. POSITIVE IMPACTS: The project would provide a major link in the regional highway network. The facility would constitute a needed alternate relief route for the already congested urban arterials serving southwest Tarrant County as well as the I-30 and I-35W corridors. NEGATIVE IMPACTS: Rights-of-way requirements would displace 635 acres and, along three miles of the new highway, new rights-of-way development would result in displacement of commercial, residential, and county property, as well as a place of worship and a motel. The highway could result in an undesirably rapid increase in development in the areas adjacent to the corridor, and highway structures would mar visual aesthetics in the area. The project would affect jurisdictional wetlands. 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 03-0211D, Volume 27, Number 2.
JF  - EPA number: 040516, Volume 1--412 pages and maps, Volume 2--276 pages, November 2, 2004
PY  - 2004
VL  - 5
KW  - Roads and Railroads
KW  - Agency number: FHWA-TX-EIS-99-05-F
KW  - Highway Structures
KW  - Highways
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Wetlands
KW  - Texas
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, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874213?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-11-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+COUNTY%2C+TEXAS.&rft.title=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 2, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS. [Part 4 of 16]
T2  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS.
AN  - 905874210; 11237-6_0004
AB  - PURPOSE: The construction of a 15-mile segment of State Highway (SH) 121 on a new alignment from Interstate 30 (I-30) to Farm-to-Market (FM) 1187 in Fort Worth, Tarrant County, Texas is proposed. I-30 is a major interstate highway that facilitates traffic moving east-west through the Dallas/Fort Worth area. FM 1187 is a major arterial, included in the National Highway System, that serves traffic moving through southern Tarrant County. Initially, the project, to be known as the Southwest Parkway, would provide four lanes between I-30 and I-20 and two lanes south of I-20 to FM 1187. Ultimately, the proposed highway would consist of six travel lanes from I-30 to I-20 and four travel lanes from I-20 to FM 1187. The facility would feature fully controlled access, providing frontage roads only in those locations where such roads would be essential to maintenance of local street circulation and continuity. Minimum rights-of-way widths would range from 220 feet where no frontage roads were required to 310 feet where frontage roads were necessary. A portion of the proposed facility would be operated as a toll road. Major interchanges would be provided at I-30 and I-20/SH 183. The project would be a part of a larger project that would provide a multi-lane controlled access highway extending from I-30 near downtown Fort Worth to US 67 in Cleburne, Texas. Six alternatives, including a No-Build Alternative, are considered in this final EIS. Cost of the ultimate facility is estimated at $342 million. POSITIVE IMPACTS: The project would provide a major link in the regional highway network. The facility would constitute a needed alternate relief route for the already congested urban arterials serving southwest Tarrant County as well as the I-30 and I-35W corridors. NEGATIVE IMPACTS: Rights-of-way requirements would displace 635 acres and, along three miles of the new highway, new rights-of-way development would result in displacement of commercial, residential, and county property, as well as a place of worship and a motel. The highway could result in an undesirably rapid increase in development in the areas adjacent to the corridor, and highway structures would mar visual aesthetics in the area. The project would affect jurisdictional wetlands. 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 03-0211D, Volume 27, Number 2.
JF  - EPA number: 040516, Volume 1--412 pages and maps, Volume 2--276 pages, November 2, 2004
PY  - 2004
VL  - 4
KW  - Roads and Railroads
KW  - Agency number: FHWA-TX-EIS-99-05-F
KW  - Highway Structures
KW  - Highways
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Wetlands
KW  - Texas
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, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874210?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-11-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+COUNTY%2C+TEXAS.&rft.title=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 2, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS. [Part 3 of 16]
T2  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS.
AN  - 905874206; 11237-6_0003
AB  - PURPOSE: The construction of a 15-mile segment of State Highway (SH) 121 on a new alignment from Interstate 30 (I-30) to Farm-to-Market (FM) 1187 in Fort Worth, Tarrant County, Texas is proposed. I-30 is a major interstate highway that facilitates traffic moving east-west through the Dallas/Fort Worth area. FM 1187 is a major arterial, included in the National Highway System, that serves traffic moving through southern Tarrant County. Initially, the project, to be known as the Southwest Parkway, would provide four lanes between I-30 and I-20 and two lanes south of I-20 to FM 1187. Ultimately, the proposed highway would consist of six travel lanes from I-30 to I-20 and four travel lanes from I-20 to FM 1187. The facility would feature fully controlled access, providing frontage roads only in those locations where such roads would be essential to maintenance of local street circulation and continuity. Minimum rights-of-way widths would range from 220 feet where no frontage roads were required to 310 feet where frontage roads were necessary. A portion of the proposed facility would be operated as a toll road. Major interchanges would be provided at I-30 and I-20/SH 183. The project would be a part of a larger project that would provide a multi-lane controlled access highway extending from I-30 near downtown Fort Worth to US 67 in Cleburne, Texas. Six alternatives, including a No-Build Alternative, are considered in this final EIS. Cost of the ultimate facility is estimated at $342 million. POSITIVE IMPACTS: The project would provide a major link in the regional highway network. The facility would constitute a needed alternate relief route for the already congested urban arterials serving southwest Tarrant County as well as the I-30 and I-35W corridors. NEGATIVE IMPACTS: Rights-of-way requirements would displace 635 acres and, along three miles of the new highway, new rights-of-way development would result in displacement of commercial, residential, and county property, as well as a place of worship and a motel. The highway could result in an undesirably rapid increase in development in the areas adjacent to the corridor, and highway structures would mar visual aesthetics in the area. The project would affect jurisdictional wetlands. 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 03-0211D, Volume 27, Number 2.
JF  - EPA number: 040516, Volume 1--412 pages and maps, Volume 2--276 pages, November 2, 2004
PY  - 2004
VL  - 3
KW  - Roads and Railroads
KW  - Agency number: FHWA-TX-EIS-99-05-F
KW  - Highway Structures
KW  - Highways
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Wetlands
KW  - Texas
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, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874206?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-11-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+COUNTY%2C+TEXAS.&rft.title=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 2, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS. [Part 2 of 16]
T2  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS.
AN  - 905874203; 11237-6_0002
AB  - PURPOSE: The construction of a 15-mile segment of State Highway (SH) 121 on a new alignment from Interstate 30 (I-30) to Farm-to-Market (FM) 1187 in Fort Worth, Tarrant County, Texas is proposed. I-30 is a major interstate highway that facilitates traffic moving east-west through the Dallas/Fort Worth area. FM 1187 is a major arterial, included in the National Highway System, that serves traffic moving through southern Tarrant County. Initially, the project, to be known as the Southwest Parkway, would provide four lanes between I-30 and I-20 and two lanes south of I-20 to FM 1187. Ultimately, the proposed highway would consist of six travel lanes from I-30 to I-20 and four travel lanes from I-20 to FM 1187. The facility would feature fully controlled access, providing frontage roads only in those locations where such roads would be essential to maintenance of local street circulation and continuity. Minimum rights-of-way widths would range from 220 feet where no frontage roads were required to 310 feet where frontage roads were necessary. A portion of the proposed facility would be operated as a toll road. Major interchanges would be provided at I-30 and I-20/SH 183. The project would be a part of a larger project that would provide a multi-lane controlled access highway extending from I-30 near downtown Fort Worth to US 67 in Cleburne, Texas. Six alternatives, including a No-Build Alternative, are considered in this final EIS. Cost of the ultimate facility is estimated at $342 million. POSITIVE IMPACTS: The project would provide a major link in the regional highway network. The facility would constitute a needed alternate relief route for the already congested urban arterials serving southwest Tarrant County as well as the I-30 and I-35W corridors. NEGATIVE IMPACTS: Rights-of-way requirements would displace 635 acres and, along three miles of the new highway, new rights-of-way development would result in displacement of commercial, residential, and county property, as well as a place of worship and a motel. The highway could result in an undesirably rapid increase in development in the areas adjacent to the corridor, and highway structures would mar visual aesthetics in the area. The project would affect jurisdictional wetlands. 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 03-0211D, Volume 27, Number 2.
JF  - EPA number: 040516, Volume 1--412 pages and maps, Volume 2--276 pages, November 2, 2004
PY  - 2004
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-TX-EIS-99-05-F
KW  - Highway Structures
KW  - Highways
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Wetlands
KW  - Texas
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, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874203?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-11-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+COUNTY%2C+TEXAS.&rft.title=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 2, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS. [Part 1 of 16]
T2  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS.
AN  - 905874200; 11237-6_0001
AB  - PURPOSE: The construction of a 15-mile segment of State Highway (SH) 121 on a new alignment from Interstate 30 (I-30) to Farm-to-Market (FM) 1187 in Fort Worth, Tarrant County, Texas is proposed. I-30 is a major interstate highway that facilitates traffic moving east-west through the Dallas/Fort Worth area. FM 1187 is a major arterial, included in the National Highway System, that serves traffic moving through southern Tarrant County. Initially, the project, to be known as the Southwest Parkway, would provide four lanes between I-30 and I-20 and two lanes south of I-20 to FM 1187. Ultimately, the proposed highway would consist of six travel lanes from I-30 to I-20 and four travel lanes from I-20 to FM 1187. The facility would feature fully controlled access, providing frontage roads only in those locations where such roads would be essential to maintenance of local street circulation and continuity. Minimum rights-of-way widths would range from 220 feet where no frontage roads were required to 310 feet where frontage roads were necessary. A portion of the proposed facility would be operated as a toll road. Major interchanges would be provided at I-30 and I-20/SH 183. The project would be a part of a larger project that would provide a multi-lane controlled access highway extending from I-30 near downtown Fort Worth to US 67 in Cleburne, Texas. Six alternatives, including a No-Build Alternative, are considered in this final EIS. Cost of the ultimate facility is estimated at $342 million. POSITIVE IMPACTS: The project would provide a major link in the regional highway network. The facility would constitute a needed alternate relief route for the already congested urban arterials serving southwest Tarrant County as well as the I-30 and I-35W corridors. NEGATIVE IMPACTS: Rights-of-way requirements would displace 635 acres and, along three miles of the new highway, new rights-of-way development would result in displacement of commercial, residential, and county property, as well as a place of worship and a motel. The highway could result in an undesirably rapid increase in development in the areas adjacent to the corridor, and highway structures would mar visual aesthetics in the area. The project would affect jurisdictional wetlands. 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 03-0211D, Volume 27, Number 2.
JF  - EPA number: 040516, Volume 1--412 pages and maps, Volume 2--276 pages, November 2, 2004
PY  - 2004
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-TX-EIS-99-05-F
KW  - Highway Structures
KW  - Highways
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Wetlands
KW  - Texas
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, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874200?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-11-02&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+COUNTY%2C+TEXAS.&rft.title=STATE+HIGHWAY+121+FROM+INTERSTATE+HIGHWAY+30+TO+FM+1187+IN+TARRANT+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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 2, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - STATE HIGHWAY 121 FROM INTERSTATE HIGHWAY 30 TO FM 1187 IN TARRANT COUNTY, TEXAS.
AN  - 16358408; 11237
AB  - PURPOSE: The construction of a 15-mile segment of State Highway (SH) 121 on a new alignment from Interstate 30 (I-30) to Farm-to-Market (FM) 1187 in Fort Worth, Tarrant County, Texas is proposed. I-30 is a major interstate highway that facilitates traffic moving east-west through the Dallas/Fort Worth area. FM 1187 is a major arterial, included in the National Highway System, that serves traffic moving through southern Tarrant County. Initially, the project, to be known as the Southwest Parkway, would provide four lanes between I-30 and I-20 and two lanes south of I-20 to FM 1187. Ultimately, the proposed highway would consist of six travel lanes from I-30 to I-20 and four travel lanes from I-20 to FM 1187. The facility would feature fully controlled access, providing frontage roads only in those locations where such roads would be essential to maintenance of local street circulation and continuity. Minimum rights-of-way widths would range from 220 feet where no frontage roads were required to 310 feet where frontage roads were necessary. A portion of the proposed facility would be operated as a toll road. Major interchanges would be provided at I-30 and I-20/SH 183. The project would be a part of a larger project that would provide a multi-lane controlled access highway extending from I-30 near downtown Fort Worth to US 67 in Cleburne, Texas. Six alternatives, including a No-Build Alternative, are considered in this final EIS. Cost of the ultimate facility is estimated at $342 million. POSITIVE IMPACTS: The project would provide a major link in the regional highway network. The facility would constitute a needed alternate relief route for the already congested urban arterials serving southwest Tarrant County as well as the I-30 and I-35W corridors. NEGATIVE IMPACTS: Rights-of-way requirements would displace 635 acres and, along three miles of the new highway, new rights-of-way development would result in displacement of commercial, residential, and county property, as well as a place of worship and a motel. The highway could result in an undesirably rapid increase in development in the areas adjacent to the corridor, and highway structures would mar visual aesthetics in the area. The project would affect jurisdictional wetlands. 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 03-0211D, Volume 27, Number 2.
JF  - EPA number: 040516, Volume 1--412 pages and maps, Volume 2--276 pages, November 2, 2004
PY  - 2004
KW  - Roads and Railroads
KW  - Agency number: FHWA-TX-EIS-99-05-F
KW  - Highway Structures
KW  - Highways
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Visual Resources
KW  - Wetlands
KW  - Texas
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, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16358408?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Austin, Texas; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: November 2, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - JOUR
T1  - Simulation of the seismic performance of the Bolu Viaduct subjected to near-fault ground motions
AN  - 51774061; 2004-085825
AB  - The seismic performance of the Bolu Viaduct in the Duzce, Turkey, earthquake of November 1999 was studied via a non-linear, time-history analysis of a multi-degree of freedom model. The viaduct had a seismic isolation system consisting of yielding-steel energy dissipation units and sliding pot bearings. The Duzce earthquake caused a surface rupture across the viaduct, which resulted in excessive superstructure movement and widespread failure of the seismic isolation system. The effect of the rupture was modeled by a static, differential ground displacement in the fault-parallel direction across the rupture. The ground motions used in the analysis contain common near-fault features including a directivity pulse in the fault-normal direction and a fling step in the fault-parallel direction. The analysis used a finite element package capable of modeling the mechanical behavior of the seismic isolation system and focused on the structural response of a 10-span module of the viaduct. This analysis showed that the displacement of the superstructure relative to the piers exceeded the capacity of the bearings at an early stage of the earthquake, causing damage to the bearings as well as to the energy dissipation units. The analysis also indicated that shear keys, both longitudinal and transverse, played a critical role in preventing collapse of the deck spans. Published in 2004 by John Wiley & Sons, Ltd. Abstract Copyright (2004), Wiley Periodicals, Inc.
JF  - Earthquake Engineering & Structural Dynamics
AU  - Park, S W
AU  - Ghasemi, Hamid
AU  - Shen, J
AU  - Somerville, P G
AU  - Yen, W P
AU  - Yashinsky, M
Y1  - 2004/11//
PY  - 2004
DA  - November 2004
SP  - 1249
EP  - 1270
PB  - Wiley & Sons, Chichester-New York
VL  - 33
IS  - 13
SN  - 0098-8847, 0098-8847
KW  - geologic hazards
KW  - displacements
KW  - simulation
KW  - seismic response
KW  - attenuation
KW  - isolation
KW  - seismic risk
KW  - tectonics
KW  - Duzce Turkey
KW  - algorithms
KW  - bridges
KW  - Asia
KW  - construction
KW  - seismotectonics
KW  - Middle East
KW  - faults
KW  - Bolu Viaduct
KW  - Duzce earthquake 1999
KW  - magnitude
KW  - damage
KW  - Turkey
KW  - viaducts
KW  - rupture
KW  - ground motion
KW  - risk assessment
KW  - earthquakes
KW  - 30:Engineering geology
KW  - 19:Seismology
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51774061?accountid=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=Earthquake+Engineering+%26+Structural+Dynamics&rft.atitle=Simulation+of+the+seismic+performance+of+the+Bolu+Viaduct+subjected+to+near-fault+ground+motions&rft.au=Park%2C+S+W%3BGhasemi%2C+Hamid%3BShen%2C+J%3BSomerville%2C+P+G%3BYen%2C+W+P%3BYashinsky%2C+M&rft.aulast=Park&rft.aufirst=S&rft.date=2004-11-01&rft.volume=33&rft.issue=13&rft.spage=1249&rft.isbn=&rft.btitle=&rft.title=Earthquake+Engineering+%26+Structural+Dynamics&rft.issn=00988847&rft_id=info:doi/10.1002%2Feqe.395
L2  - http://www3.interscience.wiley.com/journal/1922/home
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 - 2004-01-01
N1  - Number of references - 19
N1  - Document feature - illus. incl. 1 table
N1  - Last updated - 2012-06-07
N1  - SubjectsTermNotLitGenreText - algorithms; Asia; attenuation; Bolu Viaduct; bridges; construction; damage; displacements; Duzce earthquake 1999; Duzce Turkey; earthquakes; faults; geologic hazards; ground motion; isolation; magnitude; Middle East; risk assessment; rupture; seismic response; seismic risk; seismotectonics; simulation; tectonics; Turkey; viaducts
DO  - http://dx.doi.org/10.1002/eqe.395
ER  - 



TY  - JOUR
T1  - New method for prediction of loads in steel reinforced soil walls
AN  - 51738120; 2005-021059
AB  - The paper describes a new working stress design methodology introduced by the writers for geosynthetic reinforced soil walls (K-Stiffness Method) that is now extended to steel reinforced soil walls. A large database of full-scale steel reinforced soil walls (a total of 20 fully instrumented wall sections) was used to develop the new design methodology. The effects of global wall stiffness, soil strength, reinforcement layer spacing, and wall height were investigated. Results of simple statistical analyses using the ratio of measured to predicted peak reinforcement loads (i.e., method bias) demonstrate the improved prediction accuracy. The AASHTO Simplified Method results in an average method bias of 1.1 with a coefficient of variation (COV) of 45%, whereas the proposed K-Stiffness Method results in an average bias of 0.95 and a COV of 32%. Soil strength was found to have limited influence on reinforcement loads for steel reinforced soil walls, especially for high shear strength soils, while global wall stiffness and wall height had a major influence on reinforcement loads.
JF  - Journal of Geotechnical and Geoenvironmental Engineering
AU  - Allen, T M
AU  - Bathurst, Richard J
AU  - Holtz, Robert D
AU  - Lee, Wei F
AU  - Walters, D
Y1  - 2004/11//
PY  - 2004
DA  - November 2004
SP  - 1109
EP  - 1120
PB  - American Society of Civil Engineers, New York, NY
VL  - 130
IS  - 11
SN  - 1090-0241, 1090-0241
KW  - soil mechanics
KW  - shear strength
KW  - retaining walls
KW  - strain
KW  - strength
KW  - stress
KW  - stiffness
KW  - data processing
KW  - reinforced materials
KW  - prediction
KW  - mathematical models
KW  - case studies
KW  - data bases
KW  - 30:Engineering geology
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51738120?accountid=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=New+method+for+prediction+of+loads+in+steel+reinforced+soil+walls&rft.au=Allen%2C+T+M%3BBathurst%2C+Richard+J%3BHoltz%2C+Robert+D%3BLee%2C+Wei+F%3BWalters%2C+D&rft.aulast=Allen&rft.aufirst=T&rft.date=2004-11-01&rft.volume=130&rft.issue=11&rft.spage=1109&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%3A11%281109%29
L2  - http://scitation.aip.org/gto
LA  - English
DB  - GeoRef
N1  - Copyright - GeoRef, Copyright 2012, American Geosciences Institute.
N1  - Date revised - 2005-01-01
N1  - Number of references - 37
N1  - PubXState - NY
N1  - Document feature - illus. incl. 2 tables
N1  - Last updated - 2012-06-07
N1  - CODEN - JGENDZ
N1  - SubjectsTermNotLitGenreText - case studies; data bases; data processing; mathematical models; prediction; reinforced materials; retaining walls; shear strength; soil mechanics; stiffness; strain; strength; stress
DO  - http://dx.doi.org/10.1061/(ASCE)1090-0241(2004)130:11(1109)
ER  - 



TY  - JOUR
T1  - Oblique impact at Weaubleau-Osceola Structure, Missouri
AN  - 51671188; 2005-068212
AB  - The Weaubeau-Osceola structure is a Middle to Late Mississippian meteorite impact site. The unusual geometric configuration of structural elements and local strain fabrics indicate that it was oblique impact from the southwest with an estimated angle of incidence of approximately 15 degrees -30 degrees . An outer ring, 19 km in diameter, outlines an area of intense to progressively milder deformation. Geologic mapping and logs of water-well cuttings indicate development of a tectonic rim around its perimeter. A 7 km-diameter inner ring in the southwestern part of the outer ring consists of low ridges and broad valleys that developed on a carbonate impact breccia. This ring marks the extent of the transient crater. The inner and outer rings are nearly coincident on the southwestern margin, where Mississippian strata are faulted and cut out below the sub-Pennsylvanian unconformity. With approximately 60 m of Mississippian strata downthrown to the northeast, the fault records shock loading on the leading edge of the impact. A broad field of deformation is found northeast and east of the inner ring (target strata are buried to the north). Tight folds in quarry exposures, 3 km outside of the inner ring, indicate lateral movement directed away from the transient crater. Associated thrust faults may have formed during excavation or modification stages of the crater development. Incompetent shale in the Northview Formation served to lubricate movements and forms a significant component of the injection breccia pockets in the quarry. More distally, a bedding plane in the overlying carbonates was a decollement. Two lengthy orthogonal lineaments are tangential to the inner ring and intersect at the geometric center of the outer ring. These are interpreted as conjugate fractures. Their bisector runs through the center of the inner ring, indicating a principal paleo-stress (sigma 1) component trending to the northeast. Sets of pervasive, penetrative needle-like displacement features in the carbonate target rock, which superficially resemble stylolites, are inclined toward the inner ring. Literature studies suggest that impacts with incidences >30 degrees tend to form concentrically ringed structures, whereas low-angle impacts (<15 degrees ) typically form oval craters. A trajectory for the Weaubleau-Osceola impactor is inferred between these limits.
JF  - Abstracts with Programs - Geological Society of America
AU  - Evans, Kevin R
AU  - Rovey, Charles W, II
AU  - Davis, George H
AU  - Mantei, Erwin J
AU  - Mickus, Kevin L
AU  - Miller, James F
AU  - Moeglin, Thomas D
AU  - Plymate, Thomas G
AU  - Anonymous
Y1  - 2004/11//
PY  - 2004
DA  - November 2004
SP  - 266
PB  - Geological Society of America (GSA), Boulder, CO
VL  - 36
IS  - 5
SN  - 0016-7592, 0016-7592
KW  - United States
KW  - Mississippian
KW  - secondary structures
KW  - stylolites
KW  - impact features
KW  - Pennsylvanian
KW  - Lower Mississippian
KW  - Missouri
KW  - displacements
KW  - bedding
KW  - fractures
KW  - Northview Formation
KW  - folds
KW  - Weaubleau-Osceola Structure
KW  - Upper Mississippian
KW  - tectonics
KW  - sedimentary structures
KW  - faults
KW  - Middle Mississippian
KW  - lineaments
KW  - Paleozoic
KW  - stress
KW  - Carboniferous
KW  - decollement
KW  - impacts
KW  - deformation
KW  - ring structures
KW  - metamorphism
KW  - planar bedding structures
KW  - impact craters
KW  - unconformities
KW  - shock metamorphism
KW  - Kinderhookian
KW  - 23:Geomorphology
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51671188?accountid=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=Oblique+impact+at+Weaubleau-Osceola+Structure%2C+Missouri&rft.au=Evans%2C+Kevin+R%3BRovey%2C+Charles+W%2C+II%3BDavis%2C+George+H%3BMantei%2C+Erwin+J%3BMickus%2C+Kevin+L%3BMiller%2C+James+F%3BMoeglin%2C+Thomas+D%3BPlymate%2C+Thomas+G%3BAnonymous&rft.aulast=Evans&rft.aufirst=Kevin&rft.date=2004-11-01&rft.volume=36&rft.issue=5&rft.spage=266&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, 2004 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 - 2005-01-01
N1  - PubXState - CO
N1  - Last updated - 2012-06-07
N1  - CODEN - GAAPBC
N1  - SubjectsTermNotLitGenreText - bedding; Carboniferous; decollement; deformation; displacements; faults; folds; fractures; impact craters; impact features; impacts; Kinderhookian; lineaments; Lower Mississippian; metamorphism; Middle Mississippian; Mississippian; Missouri; Northview Formation; Paleozoic; Pennsylvanian; planar bedding structures; ring structures; secondary structures; sedimentary structures; shock metamorphism; stress; stylolites; tectonics; unconformities; United States; Upper Mississippian; Weaubleau-Osceola Structure
ER  - 



TY  - JOUR
T1  - The South shall rise (and shrink) again; mineralogy and engineering properties of the expansive Yazoo Clay, central Mississippi
AN  - 51630602; 2006-006994
AB  - The Yazoo Formation of the Tertiary Jackson Group (informally known as the Yazoo Clay) is a calcareous fossiliferous mudrock that outcrops in a northwest-southeast belt across much of Mississippi and in adjacent states. The Yazoo was deposited in a nearshore marine environment and is the formation from which the primitive whale Basilosaurus, the Mississippi State fossil, was collected. Based on over 240 XRD analyses, the average composition of the Yazoo Clay is 28% smectite (probably montmorillonite), 24% kaolinite, 22% quartz, 15% calcite, 8% illite, 2% feldspar, and 1% gypsum. Surface exposures of Yazoo are weathered to an average depth of 30 to 40 ft. Weathered Yazoo has a distinctive yellow/brown color while unweathered Yazoo is blue/gray. In most wells the amount of smectite decreases and the amount of kaolinite increases with depth through the weathered horizon. It is unclear if these mineralogic changes are due to the physical segregation of the minerals in the shallow samples or if there is actual growth of smectite at the expense of kaolinite. Regardless of the cause, the mineralogic changes correlate well to the engineering properties of the samples, which are a decrease in the liquid limit, plastic limit, and shrinkage limit with depth through the weathered zone. The volume increase of the Yazoo Clay can be more than 200% and is almost always greater than 130%. The volume increase is greatest in the smectite-rich weathered Yazoo. The general "rule-of-thumb" for building on the Yazoo calls for removal of at least 3 ft of the weathered rock. Nevertheless, because of its expansive nature the Yazoo Clay is associated with cracked foundations, cracked walls and ceilings, and "roller coaster" roadways throughout central Mississippi and the whole southeast.
JF  - Abstracts with Programs - Geological Society of America
AU  - Pitalo, Angela T
AU  - Lynch, F Leo
AU  - Martin, Richard V
AU  - Schmitz, Darrel W
AU  - Anonymous
Y1  - 2004/11//
PY  - 2004
DA  - November 2004
SP  - 372
PB  - Geological Society of America (GSA), Boulder, CO
VL  - 36
IS  - 5
SN  - 0016-7592, 0016-7592
KW  - United States
KW  - silicates
KW  - Jackson Group
KW  - X-ray diffraction data
KW  - engineering properties
KW  - central Mississippi
KW  - Cenozoic
KW  - foundations
KW  - sedimentary rocks
KW  - mineral composition
KW  - Yazoo Clay
KW  - outcrops
KW  - plasticity
KW  - soil mechanics
KW  - mudstone
KW  - Eocene
KW  - Mississippi
KW  - smectite
KW  - Paleogene
KW  - kaolinite
KW  - nearshore environment
KW  - Gulf Coastal Plain
KW  - weathering
KW  - clay minerals
KW  - Tertiary
KW  - color
KW  - upper Eocene
KW  - marine environment
KW  - expansive materials
KW  - sheet silicates
KW  - clastic rocks
KW  - 30:Engineering geology
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/51630602?accountid=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+South+shall+rise+%28and+shrink%29+again%3B+mineralogy+and+engineering+properties+of+the+expansive+Yazoo+Clay%2C+central+Mississippi&rft.au=Pitalo%2C+Angela+T%3BLynch%2C+F+Leo%3BMartin%2C+Richard+V%3BSchmitz%2C+Darrel+W%3BAnonymous&rft.aulast=Pitalo&rft.aufirst=Angela&rft.date=2004-11-01&rft.volume=36&rft.issue=5&rft.spage=372&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, 2004 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; central Mississippi; clastic rocks; clay minerals; color; engineering properties; Eocene; expansive materials; foundations; Gulf Coastal Plain; Jackson Group; kaolinite; marine environment; mineral composition; Mississippi; mudstone; nearshore environment; outcrops; Paleogene; plasticity; sedimentary rocks; sheet silicates; silicates; smectite; soil mechanics; Tertiary; United States; upper Eocene; weathering; X-ray diffraction data; Yazoo Clay
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 25 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36369472; 11232-040511_0025
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 25
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 23 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36369399; 11232-040511_0023
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 23
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 29 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36368825; 11232-040511_0029
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 29
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 7 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36368461; 11232-040511_0007
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 7
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 28 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36368411; 11232-040511_0028
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 28
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368411?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 4 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36368403; 11232-040511_0004
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 4
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368403?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 22 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36368324; 11232-040511_0022
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 22
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368324?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 27 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36368047; 11232-040511_0027
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 27
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368047?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 26 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36367688; 11232-040511_0026
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 26
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 19 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36367662; 11232-040511_0019
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 19
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367662?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 9 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36367656; 11232-040511_0009
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 9
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367656?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 24 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36367629; 11232-040511_0024
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 24
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367629?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 5 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36367576; 11232-040511_0005
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 5
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367576?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 1 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36367563; 11232-040511_0001
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 1
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 11 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36367492; 11232-040511_0011
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 11
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367492?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 3 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36367278; 11232-040511_0003
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 3
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367278?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 13 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36366898; 11232-040511_0013
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 13
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366898?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 15 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36366418; 11232-040511_0015
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 15
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366418?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 14 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36366346; 11232-040511_0014
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 14
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 17 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36366130; 11232-040511_0017
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 17
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366130?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 12 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36366032; 11232-040511_0012
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 12
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366032?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 21 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36365814; 11232-040511_0021
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 21
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36365814?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 2 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36365733; 11232-040511_0002
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 2
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36365733?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 8 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36365607; 11232-040511_0008
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 8
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 6 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36365499; 11232-040511_0006
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 6
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36365499?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 10 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36364920; 11232-040511_0010
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 10
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36364920?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 20 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36364445; 11232-040511_0020
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 20
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 16 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36364353; 11232-040511_0016
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 16
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA. [Part 18 of 29]
T2  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36363721; 11232-040511_0018
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
VL  - 18
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Coast Guard, Washington, District of Columbia; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - CABRILLO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 36349354; 12692
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 13.8 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquefied natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 22.8-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up to 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weathervane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years, although the federal license for the port facility would have no expiration date. In addition to the proposed action, this final EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.). PRIOR REFERENCES: For the abstract of the draft EIS, see 05-0146D, Volume 29, Number 2.
JF  - EPA number: 070093, Volume I--821 pages and maps, Volume II--901 pages, Volume III--998 pages, CD-ROM. Appendices--890 pages, CD-ROM, October 29, 2004
PY  - 2004
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36349354?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILLO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILLO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&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 - Final. Preparation date: October 29, 2004
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - CABRILO PORT LIQUEFIED NATURAL GAS DEEPWATER PROJECT, VENTURA AND LOS ANGELES COUNTIES, CALIFORNIA.
AN  - 16358322; 11232
AB  - PURPOSE: The construction and operation of an offshore floating storage and regasification unit (FSRU) 14 miles offshore of Ventura and Los Angeles counties, California are proposed. California is the second largest natural gas consumer in the nation, expected to use 2.4 trillion cubic feet by 2013, with a growth rate of one percent annually. Liquified natural gas (LGN) from the Pacific basin would be delivered by an LGN carrier to and offloaded onto the FSRU, where it would be regasified and delivered onshore via two new 21.1-mile, 24-inch-diameter natural gas pipelines laid on the ocean floor. The pipelines would come onshore at Ormond Beach near Oxnard to connect through new onshore pipelines to the existing Southern California Gas Company intrastate pipeline system to distribute gas throughout the southern California region. The facilities would be designed to deliver a peak of up top 800 million cubic feet per day. The FSRU would store LNG in three Moss spherical tanks, each of which would have an LNG storage capacity of 24 million gallons, The FRSU would be permanently moored using a turret system (a tower-like revolving structure), allowing the facility to weatherbane (rotate) around a fixed point. The FSRU, which would be designed for loading LNG from a side-by-side, moored LNG tanker, would be shaped like another vessel, double-sided, double-bottomed, 938-feet long and 213 feet wide, with a displacement of approximately 190,000 deadweight tons. The project design life is 40 years. although the federal license for the port facility would have no expiration date. In addition to the proposed action, this draft EIS considers an alternative location (the Santa Barbara Channel in Venture Flats), onshore pipeline route alternatives, and alternative shore crossing routes to the Reliant Energy Ormond Beach Generating Station. POSITIVE IMPACTS: The FRSU would help increase the natural gas supply in the state and the nation as well as increase the reliability and diversity of the supply. NEGATIVE IMPACTS: FRSU operational accidents, high-energy marine collisions, and pipeline mishaps could result in the release of LNG. Releases of unodorized gas would be a particularly dangerous public safety hazard. Fires due to large releases could be severely damaging and dangerous. Construction activities would disrupt marine traffic, and facility operation would present a long-term disruption of traffic and a navigation safety hazard. Construction activities would also result in the alteration of essential and/or sensitive fish habitats, and gas spills could destroy marine biota. Noise generated by the FRSU would disturb fish and, more seriously, marine mammals. The pipelines would displace vegetation and the associated wildlife habitat as well as marine habitat and could result in the damage to paleontologic, historic, and archaeological sites, including sites that are of value to Native American culture. LEGAL MANDATES: Deepwater Port Act (33 U.S.C. 1501 et seq.), Pipeline Safety Law of 1994 (49 U.S.C. 60101 et seq.), and Pipeline Safety Improvement Act of 2002 (49 U.S.C. 60606 et seq.).
JF  - EPA number: 040511, Draft EIS-941 pages and maps, Appendices--82 pages, October 29, 2004
PY  - 2004
KW  - Energy
KW  - Air Quality
KW  - Air Quality Assessments
KW  - Archaeological Sites
KW  - Coastal Zones
KW  - Electric Generators
KW  - Fish
KW  - Fisheries Surveys
KW  - Harbor Structures
KW  - Hazardous Substances
KW  - Health Hazards
KW  - Health Hazard Analyses
KW  - Marine Mammals
KW  - Natural Gas
KW  - Navigation
KW  - Noise
KW  - Paleontological Sites
KW  - Power Plants
KW  - Pipelines
KW  - Pumping Plants
KW  - Safety Analyses
KW  - Site Planning
KW  - Water Quality
KW  - Wildlife Surveys
KW  - California
KW  - Deepwater Port Act, Compliance
KW  - Pipeline Safety Law of 1994, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/16358322?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-29&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&rft.title=CABRILO+PORT+LIQUEFIED+NATURAL+GAS+DEEPWATER+PROJECT%2C+VENTURA+AND+LOS+ANGELES+COUNTIES%2C+CALIFORNIA.&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 - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 29, 2004
N1  - Last updated - 2014-01-30
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 8 of 16]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36368750; 11229-040508_0008
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004
PY  - 2004
VL  - 8
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368750?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%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, Salt Lake City, Utah; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 28, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 4 of 16]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36368706; 11229-040508_0004
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004
PY  - 2004
VL  - 4
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368706?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%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, Salt Lake City, Utah; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 28, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 2 of 16]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36368533; 11229-040508_0002
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004
PY  - 2004
VL  - 2
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36368533?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%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, Salt Lake City, Utah; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 28, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 5 of 16]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36367867; 11229-040508_0005
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004
PY  - 2004
VL  - 5
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367867?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%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, Salt Lake City, Utah; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 28, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 3 of 16]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36367807; 11229-040508_0003
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004
PY  - 2004
VL  - 3
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367807?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%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, Salt Lake City, Utah; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 28, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 12 of 16]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36367729; 11229-040508_0012
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004
PY  - 2004
VL  - 12
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367729?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%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, Salt Lake City, Utah; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 28, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 9 of 16]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36367728; 11229-040508_0009
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004
PY  - 2004
VL  - 9
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36367728?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%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, Salt Lake City, Utah; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 28, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 7 of 16]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36366999; 11229-040508_0007
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004
PY  - 2004
VL  - 7
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366999?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%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, Salt Lake City, Utah; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 28, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 10 of 16]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36366966; 11229-040508_0010
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004
PY  - 2004
VL  - 10
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366966?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%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, Salt Lake City, Utah; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 28, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 6 of 16]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36366941; 11229-040508_0006
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004
PY  - 2004
VL  - 6
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366941?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%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, Salt Lake City, Utah; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 28, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 14 of 16]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36366476; 11229-040508_0014
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004
PY  - 2004
VL  - 14
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36366476?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%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, Salt Lake City, Utah; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 28, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 15 of 16]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36366212; 11229-040508_0015
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004
PY  - 2004
VL  - 15
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
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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: October 28, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 16 of 16]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36364608; 11229-040508_0016
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004
PY  - 2004
VL  - 16
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36364608?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%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, Salt Lake City, Utah; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 28, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 11 of 16]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36364535; 11229-040508_0011
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004
PY  - 2004
VL  - 11
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
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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: October 28, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 13 of 16]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36363842; 11229-040508_0013
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004
PY  - 2004
VL  - 13
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/36363842?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-28&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%2C+SALT+LAKE+COUNTY%2C+UTAH.&rft.title=11400+SOUTH+STUDY+AREA%2C+SOUTHERN+SALT+LAKE+VALLEY%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, Salt Lake City, Utah; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Draft. Preparation date: October 28, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH. [Part 1 of 16]
T2  - 11400 SOUTH STUDY AREA, SOUTHERN SALT LAKE VALLEY, SALT LAKE COUNTY, UTAH.
AN  - 36363513; 11229-040508_0001
AB  - PURPOSE: The improvement of the transportation network in southern Salt Lake Valley, Salt Lake County, Utah is proposed. The study corridor lies 16 miles south of the center of Salt Lake City and extends from 12300/12600-South to 10400/10600-South and from Bangerter Highway to 700-East. The corridor encompasses portions of Sandy, Draper, Riverton, and South Jordan. The Salt Lake Valley is one of the fastest growing areas in the state; the overall population is expected to increase by 90 percent by the year 2030 over the 2000 population. With the large growth in population and associated economic development, travel demand will increase. Five alternatives, including a No-Build Alternative, are considered in this draft EIS. The build alternatives would include various combinations: improvements to existing roadways, construction of a new bridge and connecting roadway over the Jordan River, and construction of a new interchange on Interstate-15 (I-15). The preferred alternative (Alternative 4) would include a new I-15 interchange and a new river crossing at 11400-South as well as widening of 10600-South to six lanes from just west of River Front Parkway to Jordan Gateway. In addition to these projects and transportation management measures, the alternative would include other interchange improvements related to I-15 connections, and intersection modifications. Cost of the preferred alternative is estimated at $122 million. POSITIVE IMPACTS: The proposed improvements would improve mobility in the study area, thereby supporting continued economic development to allow the affected communities to maintain their quality of life. The improvements would result in the addition of 1.4 million square feet of retail space and $4.7 million in sales tax revenue. NEGATIVE IMPACTS: Rights-of-way development would result in the displacement of 26 residences and 0.57 acres of wetlands and of portions of land from 17 historic resource sites and six wildlife habitat protection areas that provide recreational opportunities. Four critical intersections would continue to operate over capacity. Traffic-generated noise levels would exceed federal standards at 255 sensitive receptive sites, though 29 of these sites could benefit from mitigating noise control facilities. LEGAL MANDATES: Department of Transportation Act of 1966, as amended (49 U.S.C. 1651 et seq.)
JF  - EPA number: 040508, Draft EIS--571 pages and maps, and Appendices--1,760 and maps, October 28, 2004
PY  - 2004
VL  - 1
KW  - Roads and Railroads
KW  - Air Quality Assessments
KW  - Bridges
KW  - Cost Assessments
KW  - Economic Assessments
KW  - Recreation Resources
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Noise Assessments
KW  - Noise Control
KW  - Noise Standards Violations
KW  - Relocations-Property Acquisitions
KW  - Traffic Analyses
KW  - Transportation
KW  - Water Quality Assessments
KW  - Utah
KW  - Department of Transportation Act of 1966, Historic Sites
KW  - Department of Transportation Act of 1966, Recreation Resources
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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: October 28, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 2/2A/32 TRANSPORTATION IMPROVEMENT STUDY, NEW LONDON COUNTY, CONNECTICUT. [Part 1 of 2]
T2  - ROUTE 2/2A/32 TRANSPORTATION IMPROVEMENT STUDY, NEW LONDON COUNTY, CONNECTICUT.
AN  - 36367593; 11225-040502_0001
AB  - PURPOSE: The implementation of improvements along Routes 2, 2A, and 32 in North Stonington, Preston, Montville, Norwich, and Waterford in New London County, Connecticut is proposed. The study area extends from Westerly, Rhode Island northwest to Norwich, Connecticut, and southward to New London, Connecticut.The study are also includes Route 164. All routes under consideration are affected by congestion and functional deficiencies. Seven alternatives, including a No Action Alternative (Alternative A) are considered in this final EIS. The five action alternatives considered in the draft EIS, and reconsidered in the final EIS, include: development of a commuter rail service along the New England Central Rail line along with transit service (light rail or monorail service) between Norwich and Westerly (Alternatives B and C); bus service between Norwich and Westerly along a dedicated busway (Alternative D); a bypass of Route 2A combined with widening of Route 2 and upgrading of Routes 32 and 164 (Alternative E); and bypasses of both Route 2A and Route 2 (Alternative F). Each alternative was evaluated with respect to impacts affecting cultural and natural resources, socioeconomic resources, visual and scenic areas, hazardous materials, existing land uses, and local and regional transportation needs. The preferred alternative is a modification of Alternative E presented in the draft EIS. Construction and annual operating costs of the proposed action are estimated at $79 million Depending on the alternative selected, capital costs of the project range from $93.0 million to $701.0 million. Construction of the monorail system under Alternative B or C would increase capital costs to $3.5 billion or $3.7 billion due to complex engineering design and construction costs of the necessary elevated structure. Rights-of-way cost estimates range from $600,000 to $1.7 million. Annual operating cost estimates range from $25,000 to $26.7 million and $150,000, respectively. POSITIVE IMPACTS: Regardless of the alternative selected, the project would provide transportation improvements to relieve traffic congestion and improve safety, while minimizing environmental an community impacts. Under the preferred alternative, community cohesion would be improved in Poquetanuck Village. NEGATIVE IMPACTS: Rights-of-way for the preferred alternative development would displace 83 acres of land, 17 residences and one commercial structure, 5.6 acres of wetlands, 4.7 acres of floodplain, 42.4 acres of wildlife habitat, 37.8 acres of farmland, and land associated with Rose Hill Wildlife Management Area and the Preston Plains School ball-field. Habitat for Atlantic sturgeon, a federally protected species, would be affected. Seven historic structures, 12 historic properties, and one historic hi8strict would be lost or degraded, and 10 known archaeological sites and 87 acres likely to contain archaeological resources would be affected. Community cohesion would be affected negatively along Route 2 in Preston. Traffic-generated noise would exceed federal standards in the vicinity of 486 receptor sites. Construction activities would disturb 17 sites containing hazardous materials. 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 99-0278D, Volume 23, Number 3.
JF  - EPA number: 040502, Final EIS--364 pages and maps, Map Supplement (Oversized)--548 pages, Responses to Comments--431 pages, October 20, 2004
PY  - 2004
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-CT-EIS-99-01-D
KW  - Archaeological Sites
KW  - Bridges
KW  - Endangered Species (Animals)
KW  - Floodplains
KW  - Highways
KW  - Historic Districts
KW  - Historic Sites
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Visual Resources
KW  - Water (Potable)
KW  - Wildlife Habitat
KW  - Wells
KW  - Wetlands
KW  - Connecticut
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-20&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=ROUTE+2%2F2A%2F32+TRANSPORTATION+IMPROVEMENT+STUDY%2C+NEW+LONDON+COUNTY%2C+CONNECTICUT.&rft.title=ROUTE+2%2F2A%2F32+TRANSPORTATION+IMPROVEMENT+STUDY%2C+NEW+LONDON+COUNTY%2C+CONNECTICUT.&rft.issn=&rft_id=info:doi/
LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Glastonbury, Connecticut; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 20, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 2/2A/32 TRANSPORTATION IMPROVEMENT STUDY, NEW LONDON COUNTY, CONNECTICUT. [Part 2 of 2]
T2  - ROUTE 2/2A/32 TRANSPORTATION IMPROVEMENT STUDY, NEW LONDON COUNTY, CONNECTICUT.
AN  - 36366618; 11225-040502_0002
AB  - PURPOSE: The implementation of improvements along Routes 2, 2A, and 32 in North Stonington, Preston, Montville, Norwich, and Waterford in New London County, Connecticut is proposed. The study area extends from Westerly, Rhode Island northwest to Norwich, Connecticut, and southward to New London, Connecticut.The study are also includes Route 164. All routes under consideration are affected by congestion and functional deficiencies. Seven alternatives, including a No Action Alternative (Alternative A) are considered in this final EIS. The five action alternatives considered in the draft EIS, and reconsidered in the final EIS, include: development of a commuter rail service along the New England Central Rail line along with transit service (light rail or monorail service) between Norwich and Westerly (Alternatives B and C); bus service between Norwich and Westerly along a dedicated busway (Alternative D); a bypass of Route 2A combined with widening of Route 2 and upgrading of Routes 32 and 164 (Alternative E); and bypasses of both Route 2A and Route 2 (Alternative F). Each alternative was evaluated with respect to impacts affecting cultural and natural resources, socioeconomic resources, visual and scenic areas, hazardous materials, existing land uses, and local and regional transportation needs. The preferred alternative is a modification of Alternative E presented in the draft EIS. Construction and annual operating costs of the proposed action are estimated at $79 million Depending on the alternative selected, capital costs of the project range from $93.0 million to $701.0 million. Construction of the monorail system under Alternative B or C would increase capital costs to $3.5 billion or $3.7 billion due to complex engineering design and construction costs of the necessary elevated structure. Rights-of-way cost estimates range from $600,000 to $1.7 million. Annual operating cost estimates range from $25,000 to $26.7 million and $150,000, respectively. POSITIVE IMPACTS: Regardless of the alternative selected, the project would provide transportation improvements to relieve traffic congestion and improve safety, while minimizing environmental an community impacts. Under the preferred alternative, community cohesion would be improved in Poquetanuck Village. NEGATIVE IMPACTS: Rights-of-way for the preferred alternative development would displace 83 acres of land, 17 residences and one commercial structure, 5.6 acres of wetlands, 4.7 acres of floodplain, 42.4 acres of wildlife habitat, 37.8 acres of farmland, and land associated with Rose Hill Wildlife Management Area and the Preston Plains School ball-field. Habitat for Atlantic sturgeon, a federally protected species, would be affected. Seven historic structures, 12 historic properties, and one historic hi8strict would be lost or degraded, and 10 known archaeological sites and 87 acres likely to contain archaeological resources would be affected. Community cohesion would be affected negatively along Route 2 in Preston. Traffic-generated noise would exceed federal standards in the vicinity of 486 receptor sites. Construction activities would disturb 17 sites containing hazardous materials. 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 99-0278D, Volume 23, Number 3.
JF  - EPA number: 040502, Final EIS--364 pages and maps, Map Supplement (Oversized)--548 pages, Responses to Comments--431 pages, October 20, 2004
PY  - 2004
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-CT-EIS-99-01-D
KW  - Archaeological Sites
KW  - Bridges
KW  - Endangered Species (Animals)
KW  - Floodplains
KW  - Highways
KW  - Historic Districts
KW  - Historic Sites
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Visual Resources
KW  - Water (Potable)
KW  - Wildlife Habitat
KW  - Wells
KW  - Wetlands
KW  - Connecticut
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Glastonbury, Connecticut; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 20, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - BROWNS PARK ROAD, FROM RED CREEK TO COLORADO STATE LINE, DAGGETT COUNTY, UTAH. [Part 1 of 1]
T2  - BROWNS PARK ROAD, FROM RED CREEK TO COLORADO STATE LINE, DAGGETT COUNTY, UTAH.
AN  - 36360694; 11223-040500_0001
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 draft EIS. The action alternatives would fail to conform with the resource management plan of the Bureau of Land Management (U.S. Department of the Interior) 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 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 Jessee 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: 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 Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.).
JF  - EPA number: 040500, 437 pages and maps, October 20, 2004
PY  - 2004
VL  - 1
KW  - Roads and Railroads
KW  - Agency number: FHWA-UT-EIS-04-02-D
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 Water Pollution Control Act of 1972, Section 404 Permits
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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: October 20, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - BROWNS PARK ROAD, FROM RED CREEK TO COLORADO STATE LINE, DAGGETT COUNTY, UTAH.
AN  - 16359006; 11223
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 draft EIS. The action alternatives would fail to conform with the resource management plan of the Bureau of Land Management (U.S. Department of the Interior) 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 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 Jessee 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: 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 Water Pollution Control Act of 1972 (33 U.S.C. 1251 et seq.).
JF  - EPA number: 040500, 437 pages and maps, October 20, 2004
PY  - 2004
KW  - Roads and Railroads
KW  - Agency number: FHWA-UT-EIS-04-02-D
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 Water Pollution Control Act of 1972, Section 404 Permits
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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: October 20, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - ROUTE 2/2A/32 TRANSPORTATION IMPROVEMENT STUDY, NEW LONDON COUNTY, CONNECTICUT.
AN  - 16348392; 11225
AB  - PURPOSE: The implementation of improvements along Routes 2, 2A, and 32 in North Stonington, Preston, Montville, Norwich, and Waterford in New London County, Connecticut is proposed. The study area extends from Westerly, Rhode Island northwest to Norwich, Connecticut, and southward to New London, Connecticut.The study are also includes Route 164. All routes under consideration are affected by congestion and functional deficiencies. Seven alternatives, including a No Action Alternative (Alternative A) are considered in this final EIS. The five action alternatives considered in the draft EIS, and reconsidered in the final EIS, include: development of a commuter rail service along the New England Central Rail line along with transit service (light rail or monorail service) between Norwich and Westerly (Alternatives B and C); bus service between Norwich and Westerly along a dedicated busway (Alternative D); a bypass of Route 2A combined with widening of Route 2 and upgrading of Routes 32 and 164 (Alternative E); and bypasses of both Route 2A and Route 2 (Alternative F). Each alternative was evaluated with respect to impacts affecting cultural and natural resources, socioeconomic resources, visual and scenic areas, hazardous materials, existing land uses, and local and regional transportation needs. The preferred alternative is a modification of Alternative E presented in the draft EIS. Construction and annual operating costs of the proposed action are estimated at $79 million Depending on the alternative selected, capital costs of the project range from $93.0 million to $701.0 million. Construction of the monorail system under Alternative B or C would increase capital costs to $3.5 billion or $3.7 billion due to complex engineering design and construction costs of the necessary elevated structure. Rights-of-way cost estimates range from $600,000 to $1.7 million. Annual operating cost estimates range from $25,000 to $26.7 million and $150,000, respectively. POSITIVE IMPACTS: Regardless of the alternative selected, the project would provide transportation improvements to relieve traffic congestion and improve safety, while minimizing environmental an community impacts. Under the preferred alternative, community cohesion would be improved in Poquetanuck Village. NEGATIVE IMPACTS: Rights-of-way for the preferred alternative development would displace 83 acres of land, 17 residences and one commercial structure, 5.6 acres of wetlands, 4.7 acres of floodplain, 42.4 acres of wildlife habitat, 37.8 acres of farmland, and land associated with Rose Hill Wildlife Management Area and the Preston Plains School ball-field. Habitat for Atlantic sturgeon, a federally protected species, would be affected. Seven historic structures, 12 historic properties, and one historic hi8strict would be lost or degraded, and 10 known archaeological sites and 87 acres likely to contain archaeological resources would be affected. Community cohesion would be affected negatively along Route 2 in Preston. Traffic-generated noise would exceed federal standards in the vicinity of 486 receptor sites. Construction activities would disturb 17 sites containing hazardous materials. 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 99-0278D, Volume 23, Number 3.
JF  - EPA number: 040502, Final EIS--364 pages and maps, Map Supplement (Oversized)--548 pages, Responses to Comments--431 pages, October 20, 2004
PY  - 2004
KW  - Roads and Railroads
KW  - Agency number: FHWA-CT-EIS-99-01-D
KW  - Archaeological Sites
KW  - Bridges
KW  - Endangered Species (Animals)
KW  - Floodplains
KW  - Highways
KW  - Historic Districts
KW  - Historic Sites
KW  - Rapid Transit Systems
KW  - Relocations-Property Acquisitions
KW  - Section 4(f) Statements
KW  - Visual Resources
KW  - Water (Potable)
KW  - Wildlife Habitat
KW  - Wells
KW  - Wetlands
KW  - Connecticut
KW  - Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Glastonbury, Connecticut; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 20, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 169 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874677; 11221-7_0169
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 169
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 168 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874673; 11221-7_0168
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 168
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874673?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 165 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874656; 11221-7_0165
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 165
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874656?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 164 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874650; 11221-7_0164
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 164
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874650?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 161 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874637; 11221-7_0161
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 161
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874637?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 171 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874635; 11221-7_0171
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 171
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 160 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874634; 11221-7_0160
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 160
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 170 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874629; 11221-7_0170
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 170
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 158 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874624; 11221-7_0158
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 158
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874624?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 80 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874623; 11221-7_0080
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 80
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 78 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874614; 11221-7_0078
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 78
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 77 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874610; 11221-7_0077
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 77
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 155 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874607; 11221-7_0155
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 155
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874607?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 76 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874605; 11221-7_0076
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 76
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 154 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874604; 11221-7_0154
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 154
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874604?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 74 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874598; 11221-7_0074
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 74
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874598?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 63 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874597; 11221-7_0063
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 63
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874597?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 130 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874595; 11221-7_0130
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 130
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 62 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874594; 11221-7_0062
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 62
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 72 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874593; 11221-7_0072
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 72
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 61 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874592; 11221-7_0061
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 61
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874592?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 71 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874590; 11221-7_0071
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 71
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 60 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874589; 11221-7_0060
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 60
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 119 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874588; 11221-7_0119
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 119
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 70 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874586; 11221-7_0070
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 70
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874586?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 59 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874585; 11221-7_0059
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 59
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 58 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874582; 11221-7_0058
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 58
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 69 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874581; 11221-7_0069
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 69
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874581?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 68 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874579; 11221-7_0068
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 68
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874579?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 57 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874578; 11221-7_0057
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 57
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 114 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874577; 11221-7_0114
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 114
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 67 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874574; 11221-7_0067
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 67
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 55 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874566; 11221-7_0055
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 55
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874566?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 112 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874565; 11221-7_0112
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 112
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 65 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874562; 11221-7_0065
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 65
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 54 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874561; 11221-7_0054
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 54
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874561?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 111 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874560; 11221-7_0111
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 111
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874560?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 110 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874550; 11221-7_0110
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 110
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 53 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874549; 11221-7_0053
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 53
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 109 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874541; 11221-7_0109
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 109
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874541?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 52 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874540; 11221-7_0052
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 52
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874540?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 51 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874531; 11221-7_0051
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 51
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 106 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874524; 11221-7_0106
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 106
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 50 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874522; 11221-7_0050
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 50
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874522?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 49 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874514; 11221-7_0049
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 49
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874514?accountid=14244
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 33 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874507; 11221-7_0033
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 33
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 48 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874505; 11221-7_0048
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 48
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 92 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874495; 11221-7_0092
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 92
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 88 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874483; 11221-7_0088
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 88
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874483?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 22 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874473; 11221-7_0022
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 22
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 87 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874471; 11221-7_0087
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 87
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 100 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874469; 11221-7_0100
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 100
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 86 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874461; 11221-7_0086
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 86
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 12 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874460; 11221-7_0012
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 12
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 102 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874451; 11221-7_0102
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 102
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 8 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874445; 11221-7_0008
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 8
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 101 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874437; 11221-7_0101
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 101
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874437?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 7 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874432; 11221-7_0007
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 7
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 97 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874424; 11221-7_0097
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 97
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 4 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874401; 11221-7_0004
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 4
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874401?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 95 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874373; 11221-7_0095
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 95
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 148 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874370; 11221-7_0148
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 148
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874370?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 147 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874366; 11221-7_0147
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 147
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874366?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 145 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874336; 11221-7_0145
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 145
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874336?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 89 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874330; 11221-7_0089
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 89
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874330?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 144 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874322; 11221-7_0144
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 144
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 84 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874318; 11221-7_0084
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 84
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 151 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874301; 11221-7_0151
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 151
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874301?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 131 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874299; 11221-7_0131
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 131
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874299?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 105 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874277; 11221-7_0105
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 105
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874277?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 117 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874270; 11221-7_0117
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 117
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874270?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 41 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874263; 11221-7_0041
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 41
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874263?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 116 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874259; 11221-7_0116
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 116
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874259?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 103 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874254; 11221-7_0103
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 103
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874254?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 40 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874253; 11221-7_0040
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 40
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874253?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 39 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874234; 11221-7_0039
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 39
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874234?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 44 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874232; 11221-7_0044
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 44
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874232?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 38 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874220; 11221-7_0038
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 38
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 43 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874215; 11221-7_0043
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 43
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874215?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 91 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874209; 11221-7_0091
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 91
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874209?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 37 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874207; 11221-7_0037
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 37
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874207?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 42 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874201; 11221-7_0042
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 42
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874201?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 25 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874194; 11221-7_0025
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 25
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874194?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 24 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874182; 11221-7_0024
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 24
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874182?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 10 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874177; 11221-7_0010
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 10
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874177?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 9 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874167; 11221-7_0009
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 9
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874167?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 17 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874166; 11221-7_0017
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 17
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874166?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 2 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874146; 11221-7_0002
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 2
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874146?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 143 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874038; 11221-7_0143
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 143
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874038?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 141 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874020; 11221-7_0141
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 141
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874020?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 135 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905874004; 11221-7_0135
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 135
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905874004?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 36 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905873995; 11221-7_0036
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 36
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873995?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 35 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905873986; 11221-7_0035
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 35
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873986?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 29 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905873962; 11221-7_0029
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 29
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 28 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905873942; 11221-7_0028
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 28
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 123 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905873916; 11221-7_0123
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 123
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873916?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 122 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905873887; 11221-7_0122
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 122
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873887?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 121 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905873857; 11221-7_0121
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 121
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 133 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905873839; 11221-7_0133
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 133
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 46 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905873834; 11221-7_0046
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 46
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 47 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905873819; 11221-7_0047
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 47
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873819?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 45 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905873806; 11221-7_0045
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 45
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 26 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905873763; 11221-7_0026
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 26
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 14 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905873723; 11221-7_0014
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 14
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 128 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905873607; 11221-7_0128
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 128
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873607?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 137 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905873500; 11221-7_0137
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 137
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 31 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905873470; 11221-7_0031
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 31
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 30 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905873437; 11221-7_0030
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 30
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
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LA  - English
DB  - ProQuest Environmental Science Collection
N1  - Name - Department of Transportation, Federal Highway Administration, Raleigh, North Carolina; DOT
N1  - Date revised - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995). [Part 120 of 171]
T2  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA (FINAL SUPPEMENT TO THE DRAFT ENVIRONMENTAL IMPACT STATEMENT OF SEPTEMBER 1995).
AN  - 905873282; 11221-7_0120
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final supplement to the draft EIS of September 1995 is included in this document along with a draft supplement to a draft EIS on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Cost estimates for the six build alternatives currently under consideration, which combine all three projects under consideration, range from $805 million to $821.1 million. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the efficient northeastern bypass of the city that avoids the existing congestion existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested traffic that currently uses the congested surface streets northeast of the surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the as a key element of the revised Thoroughfare and Comprehensive Plans for the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 724 to 807 residential relocations, including a significant number of minority-owned residences, and 24 to 42 business relocations. One school and five or six churches and cemeteries could be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 707 to 821 sensitive receptor sites. From 15 to 22 hazardous materials sites would be encountered during construction. The alignment would traverse 114 19 118 and 12 floodplains, requiring the modification of 13 floodplains and relocation of 2,405 linear feed of stream. Biotic communities impacted would include 80 to 108 acres of alluvial forest, 10 to 13 acres of piedmont bottomland forest, 58 to 63 acres of dry oak-hickory forest, 572 to 582 acres of dry mesic oak-hickory forest, 141 to 195 acres of mesic mixed hardwood forest, 369 to 385 acres of agricultural land, one to 10 acres of successional opine forest, 77 acres of pine plantation, 7.3 to 7.8 acres of wetlands, and 21.9 to 27.5 acres of ponds. 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 EISs, see 95-0469 Volume 19, Number 5.
JF  - EPA number: 040497, Draft/Final EIS--340 pages, Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
VL  - 120
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Streams
KW  - Wetlands
KW  - Aircraft Noise
KW  - Helicopters
KW  - Noise
KW  - Recreation Resources
KW  - Recreation Resources Management
KW  - Ski Areas
KW  - Wilderness
KW  - North Carolina
KW  - Uinta National Forest
KW  - Utah
KW  - Wasatch-Cache National Forest
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, Compliance
KW  - National Forest Management Act of 1976, Compliance
UR  - http://libproxy.lib.unc.edu/login?url=http://search.proquest.com/docview/905873282?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Full+Text&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA+%28FINAL+SUPPEMENT+TO+THE+DRAFT+ENVIRONMENTAL+IMPACT+STATEMENT+OF+SEPTEMBER+1995%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 - 2006-05-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 158 NORTHWARD TO US 52, FORSYTH COUNTY, NORTH CAROLINA.
AN  - 36350936; 12831
AB  - PURPOSE: The construction of a multi-lane freeway to serve as the eastern section of the northern beltway for Winston-Salem, North Carolina, is proposed. The western terminus of the project would be located at US 52 to the north of the city and east of the proposed US 52 interchange for the Winston-Salem Northern Beltway (Western Section). The eastern terminus would be a interchange with US 421/I-40 Business (NC 150) between Winston-Salem and Kernersville either 0.5 or 0.8 mile east of Hastings Hill Road. The completed Winston-Salem Northern Beltway (Eastern and Western Sections) would provide a loop facility encircling the northern section of the city. The current approved thoroughfare plan uses I-40 Bypass on the south side of the city to complete the remainder of the urban loop system. Four alternatives, including a No-Build Alternative (Alternative 1), were considered in the draft EIS of September 1995. Alternative 2 would involve transportation system management. Alternative 3 would involve multi-modal systems. Alternative 4 would comprise alternative approaches to widening existing highways, locating the freeway, and a reduced facility concept. Depending on the alternative selected, the project length would be 12.7 to 14.0 miles. The estimated cost, as indicated in the 1995 EIS, ranged from $163.4 million to $196.9 million. This final EIS in included in this document along with a final supplement to EIS process on the western section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. Though no substantial changes have been made in the action proposed for the western portion of the beltway, such changes have been made in the eastern portion of the project. Rights-of-way, construction, and utility adjustment costs of the preferred alternative are estimated at $269.4 million, $785.7 million, and $20.5 million, respectively. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 1,019 residential relocations, including 155 minority-owned residences, and 60 business relocations. One school and eight churches and cemeteries would be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 269 sensitive receptor sites. A total of 19 hazardous materials sites would be encountered during construction. The alignment would traverse floodplains and floodways at 22 and 13 sites, respectively, requiring the relocation of 6,189 linear feet of stream; total stream impacts would affect 35,665 linear feet of channel. Biotic communities impacted would include 106 acres of alluvial forest, 12 of piedmont bottomland forest, 63 acres of dry oak-hickory forest, 581 acres of dry mesic oak-hickory forest, 174 acres of mesic mixed hardwood forest, 369 acres of agricultural land, one acre of successional pine forest, 77 acres of pine plantation, 1,380 acres of prime farmland, 7.48 acres of wetlands, and 24.7 acres of ponds. 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: 070057, Final/Final Supplemental EIS--575 pages, Appendices--581 pages, Figures--369 pages and maps. Appendices, 451 pages and maps, October 18, 2004
PY  - 2004
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-F
KW  - Biologic Surveys
KW  - Creeks
KW  - Environmental Justice
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Wetlands
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/36350936?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+158+NORTHWARD+TO+US+52%2C+FORSYTH+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 - 2008-04-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  - 



TY  - RPRT
T1  - WINSTON-SALEM NORTHERN BELTWAY, US 52 SOUTH TO I-40 BUSINESS AND I-40 BUSINESS SOUTH TO US 311, FORSYTH COUNTY, NORTH CAROLINA. (DRAFT SUPPLEMENT TO THE FINAL ENVIRONMENTAL IMPACT STATEMENT OF MARCH 1996).
AN  - 36345792; 12832
AB  - PURPOSE: The construction of the western section of the Northern Beltway, a loop roadway in western Forsyth County, North Carolina, is proposed. The project would extend from Stratford Road (US 158) southwest of Winston-Salem to US 52 in the north, near Rural Hall. The facility would connect with the eastern section of the Northern Beltway at US 52. When completed, the two facilities would serve as a loop around the north side of Winston-Salem. The project is scheduled for construction in four phases, with right-of-way acquisitions beginning in federal fiscal year (FFY) 1996 and construction starting in FFY 1998. Nine alternatives, including a No-Build Alternative, were considered in the final EIS of March 1996. Under the eight build alternatives outlined in the final EIS, the alternatives would provide for two feasible general corridors, allowing construction within the Muddy Creek Basin, with two potential northern end points and two possible crossover segments in the vicinity of US 421. The proposed facility would be a multilane, divided roadway, with full control of access. The design speed would be 70 mph. Except at the southern end point, all access to the proposed facility would be limited to grade-separated interchanges. Projected traffic in design year 2015 is 25,400 to 48,800 vehicles per day for the westernmost alternative, and 30,300 to 57,000 vehicles per day for the easternmost alternative. Six lanes would be required for the westernmost alternative between US 421 and Robinhood Road. The easternmost alternative would require six lanes from US 421 to Yadkinville Road. The remainder of the project would have four lanes. The preferred alternative route (designated C3-WEST-B) would follow the eastern corridor south of US 421, the western corridor between US 421 and Bethania-Tobaccoville Road, and the eastern corridor between Bethania-Tobaccoville Road and US 52. The project would meet the Eastern section of the Northern Beltway at the NC 66 Connector and US 52. The estimated costs for project alternatives ranged from $217.9 million to $247.6 million. This final supplement to the final EIS of March 1996 is included in this document along with the final EIS to a draft EIS on the eastern section of the Northern Beltway; the overall document addresses all three sections of the Northern Beltway. For the western portion of the project, addressed in the draft EIS, changes made since the draft EIS are not substantial; however, there is new information relevant to environmental concerns regarding the project. Substantial changes have been made in the eastern portion of the project. The changes include addition of the eastern section extension to move the southern terminus of the project from US 421/I-40 Business southward to US 311 and the project as a whole will be designated I-74. Rights-of-way, construction, and utility adjustment costs of the preferred alternative are estimated at $269.4 million, $785.7 million, and $20.5 million, respectively. POSITIVE IMPACTS: The proposed Winston-Salem Northern Beltway (Eastern Section) would provide an efficient northeastern bypass of the city that avoids the existing congestion on US 421/I-40 Business in downtown Winston-Salem; improve service for local traffic that currently uses the congested surface streets northeast of the city; and help complete the entire Winston-Salem Urban Loop that is recognized as a key element of the revised Thoroughfare and Comprehensive Plans for the area. The beltway would also reduce accidents by providing a safer, access-controlled, divided highway; and reduce vehicle operating costs, travel time, energy consumption, and exhaust emissions. NEGATIVE IMPACTS: The overall project to create the eastern and western sections of the Northern Bypass would result in 1,019 residential relocations, including 155 minority-owned residences, and 60 business relocations. One school and eight churches and cemeteries would be affected. Numerous utility relocations and crossings would occur. One significant historic site would be affected. Traffic-generated noise would exceed federal standards in the vicinity of 269 sensitive receptor sites. A total of 19 hazardous materials sites would be encountered during construction. The alignment would traverse floodplains and floodways at 22 and 13 sites, respectively, requiring the relocation of 6,189 linear feet of stream; total stream impacts would affect 35,665 linear feet of channel. Biotic communities impacted would include 106 acres of alluvial forest, 12 of piedmont bottomland forest, 63 acres of dry oak-hickory forest, 581 acres of dry mesic oak-hickory forest, 174 acres of mesic mixed hardwood forest, 369 acres of agricultural land, one acre of successional pine forest, 77 acres of pine plantation, 1,380 acres of prime farmland, 7.48 acres of wetlands, and 24.7 acres of ponds. 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: 0700058, Final/Final Supplemental EIS--575 pages, Appendices--581 pages, Figures--369 pages and maps, October 18, 2004
PY  - 2004
KW  - Roads and Railroads
KW  - Agency number: FHWA-NC-EIS-92-06-FS
KW  - Biologic Surveys
KW  - Creeks
KW  - Environmental Justice
KW  - Farmlands
KW  - Floodplains
KW  - Forests
KW  - Hazardous Materials
KW  - Highways
KW  - Highway Structures
KW  - Historic Sites
KW  - Minorities
KW  - Noise Assessments
KW  - Noise Standards Violations
KW  - Relocation Plans
KW  - Relocations-Property Acquisitions
KW  - Wetlands
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/36345792?accountid=14244
L2  - http://vb3lk7eb4t.search.serialssolutions.com/?ctx_ver=Z39.88-2004&ctx_enc=info:ofi/enc:UTF-8&rfr_id=info:sid/Environmental+Impact+Statements%3A+Digests&rft_val_fmt=info:ofi/fmt:kev:mtx:book&rft.genre=report&rft.jtitle=&rft.atitle=&rft.au=&rft.aulast=&rft.aufirst=&rft.date=2004-10-18&rft.volume=&rft.issue=&rft.spage=&rft.isbn=&rft.btitle=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+52+SOUTH+TO+I-40+BUSINESS+AND+I-40+BUSINESS+SOUTH+TO+US+311%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA.+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+1996%29.&rft.title=WINSTON-SALEM+NORTHERN+BELTWAY%2C+US+52+SOUTH+TO+I-40+BUSINESS+AND+I-40+BUSINESS+SOUTH+TO+US+311%2C+FORSYTH+COUNTY%2C+NORTH+CAROLINA.+%28DRAFT+SUPPLEMENT+TO+THE+FINAL+ENVIRONMENTAL+IMPACT+STATEMENT+OF+MARCH+1996%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 - 2008-04-01
N1  - SuppNotes - Final. Preparation date: October 18, 2004
N1  - Last updated - 2011-12-16
ER  -